Stuttgart-Möhringen-Neuhausen on the Fildern railway line

Stuttgart-Möhringen-Neuhausen on the Fildern

Möhringen – Leinfelden: 319c (1944) , 329e (1938)
Leinfelden – Neuhausen: 319e (1944) , 329g (1938)

Route length:

14.33 km

1000 mm
from 1902: 1435 mm

		from Degerloch
		from Hohenheim
	0.00	Möhringen train station
	0.65	Möhringen Vaihinger Strasse
		to Vaihingen
		to the Möhringen depot
		Rohrer way
		Möhringen outdoor pool
		Weibel (until 1990)
		after Schelmenwasen
		Federal motorway 8
		Leinfelden Frank
	3.63	Unteraichen (formerly the train station)
		to Leinfelden train station
		Latrine pit
		from Stuttgart-Rohr
	5.98	Echterdingen (formerly the train station)
		to Filderstadt
		from Stuttgart-Rohr
	10.29	Filderstadt (formerly Bernhausen)
	12.15	Sielmingen
	14.33	Neuhausen on the Fildern

The Stuttgart-Möhringen-Neuhausen auf den Fildern railway was initially a meter-gauge , and from 1902 standard-gauge railway , which was built by the Filderbahn company . Since March 31, 1928, the Möhringen - Unteraichen section has been integrated into the Stuttgart tram network .

history

Filderbahn Society

After the successes of the railways in the northern Filder region, the places in the southern area of the Filder plateau tried to establish a rail connection, and rail committees were founded in various places. After the funds for the construction loads had come together in the places, the Filderbahn-Gesellschaft submitted license applications for the Möhringen– Vaihingen and Möhringen– Neuhausen lines , which were granted on April 14, 1896. In the fall of 1896, construction work for the meter-gauge line began. For this purpose, the routing of the existing Degerloch – Möhringen and Möhringen – Hohenheim lines in Möhringen was changed and a new train station was built, replacing the previous through-road. There were delays in the construction, so that both routes could not be opened until December 19, 1897. Regular passenger traffic began on December 24th . There were no special celebrations. As of July 1st, general cargo traffic was also started. In the spring of 1898, a trolley pit was built in Vaihingen , so that from September 16, 1898, standard-gauge freight wagons could also be transported on both routes. The freight developed so well that in 1899 a second dolly pit was necessary. In 1901/1902 the Degerloch – Vaihingen line and with it the Möhringen station were electrified. At the same time, major construction work took place: the Degerloch – Vaihingen line was fitted with a third rail, the Möhringen – Neuhausen line was converted entirely to standard gauge . The route was also straightened. On October 1, 1902, Möhringen-Echterdingen was reopened, one month later Echterdingen- Neuhausen. Since then, it has been possible to dispense with the laborious jacking up of freight trains.

From 1920: City of Stuttgart

Remaining facility for freight traffic in Neuhausen auf den Fildern (2019)

In 1920 the state railway built the Rohr – Echterdingen railway line . The Filderbahn moved its route between Unteraichen and Echterdingen and now led it via Leinfelden , where there was a connection to the new state railway line. The old line was dismantled in 1921.

Möhringen – Leinfelden line, 1979

In 1920 the Württemberg branch lines sold their lines. From March 1st, the Möhringen – Echterdingen route went to the city of Stuttgart , which commissioned the Stuttgart trams (SSB) to operate. The Echterdingen – Neuhausen auf den Fildern section went to the State Railways; it was operated by the Stuttgart trams until the Stuttgart-Rohr – Echterdingen line was completed on October 1, 1920. By running the trains from / to Neuhausen from Leinfelden on the new route via Stuttgart-Rohr , passenger traffic on the route via Möhringen decreased significantly. As of May 1921, passenger traffic with standard-gauge trains from Degerloch via Möhringen to Leinfelden was suspended except for one daily pair of trains in the morning and in the evening. This also disappeared from December 25, 1922. After that, the section between Möhringen, Vaihinger Straße and Unteraichen was dismantled, and freight traffic from Unteraichen to Leinfelden was taken over by the State Railway. The traffic situation for the municipalities of Unteraichen, Leinfelden and Echterdingen was now unsatisfactory, so that they sought a connection to the Stuttgart tram network . After long negotiations, the meter-gauge and electrified tram line was built from 1927 and opened on March 31, 1928. Between Möhringen and Leinfelden it largely used the existing route, between Leinfelden and Echterdingen it initially ran parallel to the state railway line, and then, after a big swing, crossed under the railway line and ended in Echterdinger Hauptstrasse. The construction of this line also meant the end of freight traffic to Unteraichen.

The Deutsche Reichsbahn (DR) did not achieve the desired results on the Leinfelden – Neuhausen line, so they sold the line to the city of Stuttgart on April 1, 1933. The operation was still run by the Deutsche Reichsbahn, four pairs of passenger trains ran on weekdays and two pairs of passenger trains on Sundays. On January 1, 1934, the Filderbahn passed from the city to the SSB and was incorporated into it. However, the operation was still managed according to the railway building and operating regulations . The route was also recorded in the course book . In 1937, the route between Echterdingen and Bernhausen was swiveled south due to the construction of Stuttgart Airport . Passenger traffic from Leinfelden to Neuhausen ceased on August 1, 1955. In 1977 the SSB took over the freight traffic to Neuhausen and bought a four-axle MaK 600 D diesel locomotive for it . After the rest of the freight traffic on the Filderbahn lines was stopped in 1981, the Deutsche Bundesbahn took over the position of the locomotive again. In the 1970s , 70,000 tons of wagon loads and 10,000 tons of general cargo were transported annually. As part of the construction of the S-Bahn , the Rohr – Leinfelden feeder line was rebuilt, so freight traffic from Leinfelden – Neuhausen was discontinued on May 28, 1983.

future

Until 2024, the former track will Filderstadt -Neuhausen as part of the extension of the Stuttgart airport tunnel and the railway line Stuttgart-Rohr-Filderstadt be reactivated up to Neuhausen.

literature

Nikolaus Back: One hundred years of the Filderbahn. Reprint of the Swabian Heimatbund from Schwäbische Heimat 1, 1988.
Gerd Wolff, Hans-Dieter Menges: German small and private railways. Volume 3: Württemberg . EK-Verlag, Freiburg 1995, ISBN 3-88255-655-2 , p. 239-279 .