Killwangen-Spreitenbach train station
| Killwangen-Spreitenbach | |
|---|---|
 South view of the train station
|
|
| Data | |
| Location in the network | Separation station |
| Platform tracks | 4th |
| abbreviation | KLW |
| IBNR | 8503506 |
| opening | February 1, 1848 |
| Profile on SBB.ch | No. 3506 |
| Architectural data | |
| architect | Max Vogt (1970) |
| location | |
| City / municipality | Kill cheeks |
| Canton | Aargau |
| Country | Switzerland |
| Coordinates | 669 078 / 254008 |
| Height ( SO ) | 393 m |
| Railway lines | |
|
|
| List of train stations in Switzerland | |
The Killwangen-Spreitenbach station is a separation station in the municipality of Killwangen , which is now operated by the Swiss Federal Railways . It is located in the Limmat at the northwest end of the community Spreitenbach located marshalling yard Limmattal . The Heitersberg line (Zurich-Lenzburg-Aarau) and the Zurich-Baden - (Brugg-Aarau) railway line , as well as the connecting curve to Würenlos and the Furttal, separate in its northwestern turnout head . Between Killwangen and Dietikon train station , its neighboring train station in the direction of Zurich, there are four main tracks with an overpass.
history
The Swiss Northern Railway did not open the station on August 7, 1847, the day the Zurich – Baden (Spanish-Brötli-Bahn) line went into operation , but only on February 1, 1848. Initially, no station was planned in any of the Aargau villages through which it passed ( the community of Wettingen was initially bypassed). In connection with the construction of the railway, a 3 foot wide footbridge was built between Killwangen and Würenlos , which was only allowed to be used by the workers (some of the workers were housed in Würenlos). After the opening of the station, the footbridge was upgraded to a public river crossing, so that the station not only benefited Killwangen and Spreitenbach, but also the community of Würenlos.
The name of the station was initially Killwangen station ; since 1912 it has been called the Killwangen-Spreitenbach station . Since the line through the Killwangen-Spreitenbach train station is Switzerland's main east-west traffic axis, it was electrified early on. On January 21, 1925, electrical operation with 15,000 volts 16.7 Hz was started on the Zurich – Baden (–Olten) line.
For a long time the Killwangen-Spreitenbach station was an ordinary country station, until the SBB decided in the 1950s to build a modern marshalling yard on the level between Dietikon and Spreitenbach. Almost at the same time they decided to build the Heitersberg line to relieve the congested Zurich – Baden – Brugg railway line. The east portal of the Heitersberg tunnel should be in Killwangen. Together with the access to the marshalling yard, the station had to be converted into a transport hub. A connecting curve into the Furt valley was also planned so that freight trains from eastern Switzerland could take this route and not have to drive through Zurich. The level crossing east of the station was also replaced by an underpass.
The opening of the Heitersberg line took place on June 1, 1975. The Limmattal marshalling yard was put into operation in several stages. The final expansion was completed in 1978, the connecting curve Killwangen – Würenlos was opened on May 4, 1981.
building
The first station building from 1848 was a simple one-story building in a similar shape to the first station building preserved in Dietikon. The Swiss Northeast Railway replaced it with a new building in 1876. It was a simple two-story block building with attached goods shed.
In connection with the construction of the marshalling yard and the Heitersberg line, the station was completely rebuilt and Max Vogt built a new station building with apartments and attached goods sheds. The station building, built in 1970, is considered to be the building with the most radical façade by Vogt, as the architectural stylistic devices he preferred are most evident here. The building, made of exposed concrete , is characterized by its simple facade. The ground floor is generously clad with vertical wooden boards and glazed. The north side of it faces the tracks. The four-story residential building is on the side towards Zurich, with the toilet and kiosk on the ground floor. On the track side there are lounges for the railway staff. There are two four-room apartments on the first to third floors. These can be reached via the railed arcades with man-high balustrades, with the apartments being higher than the arcades. The arcades can be reached from the staircase built to the east, but closed. The one-story station building is built to the west of the residential building, with the ceiling slab of the residential building extending through without interruption. The stairs to the platform underpass are located between the two parts of the building. The middle section originally consisted of a ticket hall and baggage counters. To the north of this is the signal box with the Domino 67 signal box, which has been remote-controlled from Zurich-Altstetten using the Iltis system since October 29, 2000 . In 2011 the remote control was relocated from Zurich Altstetten to the operations centers at Zurich Airport. A restaurant was installed in the former baggage counter in 2008. The westernmost part of the building is the freight expedition. However, this is no longer used as such by the railway, but is rented as storage space.
The building is no longer in its original state, but has been partially changed. On the one hand, a comprehensive concrete renovation had to be carried out. Furthermore, especially on the ground floor, the interior layout has been changed because it has been adapted to today's needs.
The Killwangen substation is located in front of the Heitersberg tunnel, on the south side next to the tunnel portal.
Residential building, view on the balcony side
Street view of the goods shed
Track system
The station has eight tracks. Just outside the station building, the platform 1, a siding that is not used by any passing train. This is followed by track 2, which is the actual extension of the western exit tracks 310 and 192 of the marshalling yard. Track 3 is used by express trains from Zurich and especially in the direction of the Heitersberg tunnel, as it joins track 311 of the Heitersberg tunnel. There is a 334-meter-long platform between tracks 3 and 4, which is accessed through the underpass with two stairs. The platform height is 55 centimeters over a length of 318 meters, the remaining 16 meters on the Zurich side are only 25 centimeters high. Track 4 is used by the S-Bahn trains from Zurich and especially by the trains in the direction of Baden, as it is the extension of track 611 to Baden. Track 5 is the S-Bahn track in the direction of Zurich and the extension of track 711 from Baden, it is mainly used by the S-Bahn trains. There is a 391-meter-long platform between tracks 5 and 6, which is accessed through the underpass with two stairs. The platform height is 55 centimeters over a length of 224 meters, the remaining 128 meters on the Zurich side and 39 meters on the Wettingen side are only 25 centimeters high. Track 6 is used by the express trains in the direction of Zurich, because it is the extended track 411 of the Heitersberg line. This is followed by tracks 7 and 8, which are the two entry tracks 193 and 194 for the marshalling yard and are already on a ramp at the level of the reception building. These two tracks are mainly used by incoming freight trains: the one closer to the reception building by the trains from the Heitersberg tunnel or Baden, the further one by the trains via the connecting curve from Würenlos.
Officially, there is no line track between tracks 010-192, 110-193 and 210-194, or two station tracks are touching. With mutual consent between the Killwangen-Spreitenbach train stations and the Limmattal marshalling yard (RBL), shunting routes can be placed over these three tracks. The journey over track 310 is considered a journey over a main track.
In the area of the underpass, both platforms have a 103-meter-long platform roof with a double-sided P3v drop leaf indicator for each track. The platforms are not equipped with ramps, wheelchair lifts or normal lifts. The station is therefore not barrier-free and will have to be adapted accordingly during the next renovation. The underpass is accessible for wheelchairs from the back, so only one of the two stairs would have to be replaced by a ramp. The platforms are accessed via a cart crossing, for example to get onto the platforms with snow clearing vehicles. This crossing has a lowerable ramp in the area of the platform, which in the normal state previously enabled a uniform platform edge (was left at the original height when the platform edge was raised). For security reasons, this access can only be operated and used by railway staff. It is strictly forbidden for travelers to cross the tracks.
The Härdli industrial siding branches off from track 7 at the level of the residential wing. This first crosses under the RBL overpass and then crosses the A1 motorway , in order to then fan out into several sidings in the Härdli industrial area. To the east of the station are the two sidings from the Mäder-Lacke company. Further to the east, on the village side, south of the marshalling yard entrance, is the parking group J of the station with further industrial siding. The western extension of track 2, track 62, is mainly used to park construction trains.
The station has a special feature: The track cut 84 is equipped with movable tongues, which fulfill the function of a movable frog and thus allow a smooth crossing. It was the first of its type in Switzerland.
Track 50 was removed in the 2000s.
On the west side of the station, a Lehnen viaduct was built over the Limmat from 2013 to 2016 . This makes it possible to drive directly into the RBL coming from Wettingen without crossing the track axis (411-65-6-36-610) that comes from the Heitersberg tunnel. The planned construction period was from 2011 to 2013. In fact, construction only began in July 2013. The shell of the bridge was completed at the end of 2015. The opening of the track connection was due to the timetable change on December 11, 2016.
On March 1, 2018, the modernization of the platform system and its access began. The conversion includes the installation of a ramp to each of the two intermediate blocks and a lift at the main building. This enables step-free access in the future. In addition, the platform edges of tracks 5/6 will be raised so that at least a 300 meter long section with a platform height of 55 cm will be available. The construction work is expected to last until mid-2019.
business
The station is served every half hour by the S12 (since 1990) and hourly (every half hour during rush hour from Monday to Friday) by the S11 of the Zurich S-Bahn . Otherwise, all other passenger trains pass through the station without stopping (around 10-12 trains per direction and hour). With the 3rd stage of the 4th partial addition, there were changes to both lines in 2018. The S3 became the S11 on this branch and runs between Aarau and Seuzach / Wila, the S12 now from Brugg via Winterthur to Schaffhausen or Wil.
Due to the marshalling yard, the station has a very high volume of goods traffic, as the entry tracks into the marshalling yard are thrown over in its eastern head. The departing freight trains usually use track 310 or 192, which both lead to track 2. Since 2009, a new switch connection has made it possible for the freight trains to drive onto S-Bahn track 410 (in the station, track 4) before the long-distance overpass. This means you don't have to cross track axis 710-3-311 into the Heitersberg tunnel in order to drive in the direction of Baden. This option is mainly used in the early morning.
At the Killwangen-Spreitenbach train station, an SBB Cargo shunting group has been served from Dietikon since 2013 . This belongs to the Zurich team and uses a radio-controlled Tm IV or Am 843 . The station is part of the basic network, but no longer has its own free loading area (delivery only possible to sidings). The next free loading facility is in the Dietikon local goods facility, around 5-6 kilometers away.
Until June 30, 2017, the station had a sales point for passenger transport, which had been open from Monday to Friday since September 1, 2011. It was closed because the sales point opened some time ago in the Shoppi Tivoli shopping center in Spreitenbach was better used. Like the shops, this is open from Monday to Saturday and offers the full range of products.
Other public transport
The train station is an important transfer point for the local bus routes. In total, the station has been served by 5 lines since December 2010, these are;
- Line 2 of the RVBW Untersiggenthal - Obersiggenthal - Baden SBB - Neuenhof - Killwangen - Spreitenbach (Sunday only to / from Baden train station)
- Line 4 of RVBW , Kappelerhof - Baden SBB –Wettingen SBB - Neuenhof - Killwangen - Spreitenbach (Mon-Sat)
- RVBW line 10 , Killwangen Bahnhof - Spreitenbach Härdlistrasse, only Mon-Fri during rush hour
- RVBW line 11 , Würenlos train station - Killwangen train station, only Mon – Fri
- Line 303 from Limmat Bus Schlieren - Dietikon - Spreitenbach - Killwangen
literature
- Paul Fischer, Toni Businger: Spanish bread roll . 2nd edition, Baden-Verlag, 1996, ISBN 3-85545-059-5 .
- Ruedi Weidmann, Karl Holenstein: Max Vogt - Building for the Railway 1957-1989 . (Volume 1 of the series Architecture and Technical History of the Railways in Switzerland ), Verlag Scheideger & Spiess, Zurich 2008. ISBN 978-3-85881-185-1 .
- SBB regulations and documents
- D 41/06 BF-Handbuch Killwangen-Spreitenbach
Web links
Individual evidence
- ↑ Spanish bread train ; Pp. 30-33.
- ↑ Spanish bread train ; Page 113
- ↑ EA 4/81 page 220; The catenary was energized for the first time on March 13, 1981, and commissioning was planned for a summer timetable change
- ↑ EA 6/81 page 356
- ↑ Spanish bread train ; Picture on page 112
- ^ Statement by Rudie Weidmann in Max Vogt -Bau for the railway
- ↑ SBB D 06/41 chapter 1.3 page 5
- ↑ Max Vogt -Bau for the railway 1957-1989; Pages 64-65
- ↑ a b SBB D 06/41 chapter 3.1.3 page 10
- ↑ SBB D 06/41 chapter 14.1 page 28
- ↑ SBB D 06/41 chapter 3.1.3 page 10 and chapter 13.1.1.1 page 24
- ↑ Killwangen-Spreitenbach, Lehnenviadukt (PDF) ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Report in the Limmatwelle edition April 7, 2016
- ↑ Killwangen-Spreitenbach: The first trains run over the Lehnen Viaduct. In: Bahnonline.ch. December 7, 2016, accessed October 26, 2017 .
- ↑ https://sbb-medien.ch/tag/bahnhof-killwangen-spreitenbach/ media release from SBB on the conversion
- ↑ http://www.sbb.ch/sbb-konzern/sbb-als-geschaeftpartnerin/kantone/regionalverkehr/zuerich/s-bahnen/zuercher-s-bahn/angebotsentwicklung.html Overview of the line development
- ↑ Media release on closing on Saturday ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ^ Report in the Aargauer Zeitung about the closure of the sales point
