Stuttgart – Tuttlingen railway line

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Stuttgart Hbf – Immendingen
Section of the Stuttgart – Tuttlingen railway line
Route number (DB) : 4860 (Stuttgart – Horb)
4861 (S-Bahn tracks Österfeld – Rohr)
4600 (Plochingen – Horb – Tuttlingen – Immendingen)
Course book section (DB) : 740
Route length: 140.3 km
Gauge : 1435 mm ( standard gauge )
Power system : Stuttgart Hbf – Tuttlingen 15 kV 16.7 Hz  ~
Minimum radius : 340 m
Top speed: 160 km / h
Dual track : Stuttgart Central Station - Horb
BSicon .svgBSicon exKBHFa.svg
Stuttgart Centralbahnhof (until 1922)
BSicon KBHFa.svgBSicon exSTR.svg
0.0 Stuttgart Hbf (since 1922) 247 m
BSicon ABZg + l.svgBSicon exSTR.svg
Verbindungsbahn the S-Bahn Stuttgart
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Filstalbahn
BSicon ABZgr.svgBSicon exSTR.svg
Frankenbahn
BSicon eKRZo.svgBSicon exABZgr.svg
2.9 Viaduct over the old north station (112 m)
BSicon ABZg + r.svgBSicon exSTR.svg
Goods connection curve from Stuttgart Pragtunnel
BSicon BS2l.svgBSicon eBS2r.svg
(old alignment until 1922)
Tunnel - if there are several tunnels in a row
4.5 Kriegsberg tunnel (579 m)
   
8.6 Stuttgart West (until September 29, 1985)
Tunnel - if there are several tunnels in a row
8.9 Hasenberg tunnel (258 m)
   
9.4 Stuttgart-Heslach (until May 29, 1960)
   
11.1 Wildlife Park (until May 28, 1961)
   
Connecting track
Stop, stop
14.1 Stuttgart Österfeld only connecting line
   
14.7 Nesenbach Viaduct (111 m)
   
Stuttgart light rail
   
formerly Filderbahn from Stuttgart-Möhringen
Station, station
15.6 Stuttgart-Vaihingen
Stop, stop
16.7 Stuttgart pipe
   
to Filderstadt
   
17.6 Rohrer curve (planned)
Tunnel - if there are several tunnels in a row
17.6 Berghautunnel (200 m)
   
20.0 former Kaufwaldtunnel (150 m) (until 1958/59)
   
20.6 Monk fountain
Stop, stop
24.5 Goldberg
   
from Renningen
Station, station
25.9 Boeblingen 437 m
   
to Dettenhausen
   
Freight traffic to the Hulb industrial area
Stop, stop
27.8 Hulb
Stop, stop
31.2 Ehningen (b Böblingen)
   
29.4 Würm (92 m)
Stop, stop
34.8 Garden rings
Stop, stop
37.6 Nufringen
Station, station
41.6 Herrenberg 431 m
   
to Tübingen
Stop, stop
46.2 Gäufelden (formerly Nebringen)
BSicon STR.svg
   
formerly to the night fighter airfield
and subcamp Hailfingen-Tailfingen
BSicon STR.svg
Station, station
50.7 Bondorf (b Herrenberg)
Stop, stop
54.8 Ergenzingen
Station, station
57.2 Eutingen im Gäu (since 1933) 476 m
   
to Schiltach (since 1933)
   
from Eutingen in the Gäu Em North
   
58.5 Eutingen (Württ) (until 1933)
Tunnel - if there are several tunnels in a row
63.3 Mühlen Tunnel (309 m)
   
from Tübingen
   
66.9 Neckar (148 m)
Station, station
67.2
80.3
Horb 391 m
   
81.6 Horb Rbf
   
85.6 Dettingen (Hohenzollern)
Station without passenger traffic
87.3 Neckarhausen
   
90.3 Fischingen
Station, station
94.4 Sulz (Neckar)
Tunnel - if there are several tunnels in a row
94.7 Sulzer tunnel (297 m)
Station without passenger traffic
99.7 Greenwood
   
103.4 Oberndorf-Aistaig
Station, station
105.5 Oberndorf (Neckar)
   
108.9 Altoberndorf
Station without passenger traffic
111.5 Epfendorf
   
115.3 Talhausen gentlemen's rooms
Station without passenger traffic
116.9 Talhausen
   
117.3 Neckar (53 m)
Tunnel - if there are several tunnels in a row
117.3 Hohenstein Tunnel (103 m)
   
118.8 Neckar (57 m)
Tunnel - if there are several tunnels in a row
120.0 Tierstein Tunnel (654 m)
   
120.8 Neckar (48 m)
Tunnel - if there are several tunnels in a row
120.8 Bernburg Tunnel (269 m)
   
121.1 Neckar (41 m)
   
Rottweil powder factory
Tunnel - if there are several tunnels in a row
122.3 Au tunnel (114 m)
Station, station
123.4 Rottweil 557 m
   
123.8 Neckar (53 m)
   
to Balingen (until 1971)
Stop, stop
124.5 Rottweil- Göllsdorf
Stop, stop
125.8 Rottweil Saline
   
former Balingen – Rottweil railway line (until 1971)
   
to Villingen
Stop, stop
129.4 Rottweil- Neufra
Station without passenger traffic
130.2 Neufra (b Rottweil)
   
131.0 Running (b Rottweil)
   
131.7 Neuhaus (b Rottweil)
Station, station
134.2 Aldingen (b Spaichingen)
   
136.4 Hofen (b Spaichingen)
Stop, stop
136.8 Spaichingen center
Station, station
138.4 Spaichingen 670 m
   
to Reichenbach (until 1966)
Stop, stop
139.9 Balgheim 689 m
Stop, stop
143.5 Rietheim (Württ) 684 m
Stop, stop
145.3 Weilheim (Württ)
Station without passenger traffic
Wormlings
Stop, stop
147.2 Wurmlingen North
Stop, stop
148.0 Wurmlingen Middle formerly Wurmlingen place
Stop, stop
150.4 Tuttlingen schools
   
150.6 Danube (38 m)
   
from Inzigkofen
Station, station
151.2 Tuttlingen 649 m
   
to Hattingen
Stop, stop
154.4 Möhringen train station
   
154.5 Möhringen
Stop, stop
155.0 Möhringen Town Hall
Stop, stop
160.6 Immendingen middle
   
from Singen (Hohentwiel)
Station, station
161.0 Immendingen 658 m
Route - straight ahead
to Offenburg

Swell:

The Stuttgart – Tuttlingen (Gäubahn) railway is the 140.3 kilometer long railway line running in southern Baden-Württemberg from Stuttgart towards Lake Constance . The line was built between 1866 and 1879 by the Royal Württemberg State Railways . The 9.8 kilometer long Tuttlingen – Immendingen section was originally part of the Gäubahn, but it lost its importance after the opening of the Tuttlingen – Hattingen curve in 1934.

Today, the Intercity main line , which is partly single-track but is almost completely electrified, runs from Stuttgart to Zurich and runs on SBB rolling stock . In addition, there is a diverse range of local transport services from various railway companies on the Gäubahn . It is also an important route in north-south freight traffic . The route is part of the overall TEN network, which is to be expanded by the end of 2050.

Route and expansion

Stuttgart main station , starting point of the Gäubahn

In Stuttgart, the Gäubahn initially heads north from the main train station. After a few kilometers, it changes in a left curve to the western valley slope in the actual direction of travel south. On a steadily rising route along the city center, it gains almost 200 meters in altitude to Stuttgart-Vaihingen. Because of the view of the Stuttgart valley basin , it is nicknamed the “Panoramabahn” and is considered to be one of the most beautiful inner-city railway lines in Germany. From Stuttgart-Rohr it continues to the southwest and touches the Schönbuch nature park between Böblingen and Herrenberg . From here to Eutingen it leads through the eponymous Gäu . From Eutingen the route descends to Horb in the Neckar Valley and touches the eastern foothills of the Black Forest here . In Rottweil she finally leaves the Neckar valley and changes to the Prim valley . The route runs through the landscape of the Baar at the foot of the Großer Heuberg between Rottweil and Tuttlingen . At Balgheim , the Gäubahn crosses the main European watershed between the Rhine and the Danube and now follows the course of the Faulenbach and Elta to Tuttlingen, where it crosses the Danube.

The Gäubahn crosses the Danube in Tuttlingen

The Gäubahn has been upgraded for tilting technology . It is two-pronged in the Stuttgart – Horb section. On the approximately five-kilometer section between the Österfeld and Stuttgart-Rohr stations , it was expanded to include four tracks for three parallel S-Bahn lines. Since the construction of the Stuttgart S-Bahn, an approximately 500-meter-long section in the apron of Stuttgart Central Station has also only been single-track. Between Eutingen and Horb, the Gäubahn is identical to the Nagoldtalbahn .

In addition to the city of Stuttgart, the Gäubahn crosses five districts and is part of five different transport associations . In Stuttgart and in the district of Böblingen , i.e. between Stuttgart main station and Bondorf , the route runs in the area of ​​the Stuttgart Transport and Tariff Association (VVS). Ergenzingen train station is the only operating point in the Tübingen district and is part of the Neckar-Alb-Danube transport association (NALDO) . It is located between Eutingen and the Neckarhausen depot in the Freudenstadt district and its transport association Verkehrs-Gemeinschaft Landkreis Freudenstadt (vgf). From Sulz am Neckar to Rottweil-Neufra, the route is located in the Rottweil district and is thus integrated into the Rottweil transport association (VVR). Between Aldingen and Tuttlingen, the Gäubahn crosses the Tuttlingen district and thus the TUTicket transport association .

history

Concept history and overview

Overview of the building history of the Gäubahn
Course of the Gäubahn Stuttgart – Freudenstadt

The route from Stuttgart to Tuttlingen was made up of several sections. Originally, the term Gäubahn only included the line from Stuttgart via Eutingen im Gäu to Freudenstadt , which was opened in 1879 and mostly runs through the Gäu . This route is only identical to today's route from Stuttgart to Immendingen or Hattingen in the Stuttgart – Eutingen section . The Eutingen – Freudenstadt section is therefore also known as the Gäubahn. Since the Gäubahn section from Stuttgart to Eutingen became more and more part of a north-south connection, the term Gäubahn also applied to the Nagoldtalbahn section from Eutingen to Horb am Neckar and the section from Horb, which was built as part of the Upper Neckarbahn Tuttlingen to Immendingen. The name Gäubahn originally stood for the railway connection from Stuttgart to the Württemberg - Baden border near Immendingen. The terminology changed in 1934: With the connecting curve Tuttlingen – Hattingen, which was completed that year, a continuous connection from Stuttgart to the Swiss border near Singen was created using the Black Forest Railway section from Hattingen (Baden) to Singen (Hohentwiel). Since then, the term Gäubahn also refers to the newly created Tuttlingen – Hattingen (Baden) line. The section from Tuttlingen to Immendingen, which had also been considered part of the Gäubahn until then, was now irrelevant for north-south traffic.

Today's Gäubahn Stuttgart – Hattingen runs through the territory of all three former states which, after the Reichsdeputationshauptschluss 1803, had territorial shares in the German south-west. The route between Tuttlingen and Stuttgart ran almost entirely over Württemberg territory and was built by the Royal Württemberg State Railways. In Dettingen hohenzollerisches area reached to the Neckar , which since 1850 to Prussia belonging Province of Hohenzollern also made to track residents. Nevertheless, only Württemberg carried out the construction of the Gäubahn.

Construction of the Horb – Tuttlingen – Immendingen section (1866–1870)

Spaichingen train station opened in 1869

At the end of the 1850s, on the Württemberg side, the Royal Württemberg State Railways began to build a route along the Neckar, branching off from the Filstalbahn in Plochingen . This route, known as the Obere Neckarbahn , reached Reutlingen in 1859 , Rottenburg am Neckar in 1861 and finally Horb am Neckar in 1866 . The construction of the railway as far as Rottweil did not pose any major structural challenges, but it was politically explosive, as the Hohenzollern area near Fischingen , Neckarhausen and Dettingen extended to the Neckar and further construction along the Neckar depended on Prussia's approval. The Prussian-Württemberg State Treaty of March 1865 finally regulated the construction of the Württemberg line across Prussian territory. On October 8, 1867, the first part of the section from Horb in Württemberg to the Prussian border village of Talhausen, which later belonged to the Gäubahn, was opened to traffic. On July 23, 1868, the Royal Württemberg State Railways reached Rottweil in Württemberg.

Württembergische F before 1900 at the Stuttgart-Heslach stop

In a state treaty with Baden in 1865, Württemberg had already secured the right to connect to the Baden Black Forest Railway, which was under construction, and thus to the Baden railway network. Therefore, in addition to the railway line from Rottweil to Villingen, Württemberg also built a line from Rottweil via Spaichingen to Tuttlingen, which was opened on July 15, 1869. From Tuttlingen, the Royal Württemberg State Railways built along the Danube to the Baden border town of Immendingen , which Württemberg reached on July 26, 1870. Württemberg had thus connected to the Black Forest Railway. From 1870 it was thus possible to travel by train from the Württemberg capital Stuttgart via Plochingen, Reutlingen, Horb, Rottweil and Tuttlingen to Immendingen, and from there on to the Black Forest Railway via Singen (Htw) to the Baden-Swiss border near Schaffhausen and to get to western Lake Constance . In 1870 two pairs of trains made the connection between Stuttgart and Tuttlingen over this route every day. A pair of trains also only ran between Stuttgart and Rottweil. Connections with Immendingen were initially only available from Tuttlingen and Rottweil. The Württembergische F was used at least at times , with the travel time between Stuttgart and Tuttlingen being between seven and eight hours.

Construction of the Eutingen – Horb and Horb – Stuttgart sections (1874–1879)

The former Stuttgart Central Station , from which the Gäubahn was built in the direction of Freudenstadt from 1875
Creation of today's Gäubahn near Eutingen

The disadvantage of this route was that the route followed the course of the Neckar in a long loop, which greatly increased travel times. However, the Royal Württemberg State Railways did not start building a much shorter direct connection from Horb to Stuttgart because of the inclines that seemed difficult to overcome.

Württemberg completed the section from Eutingen to connect to the Upper Neckar Railway in Horb on June 1, 1874. However, the goal was not to connect Horb via the Gäu and Böblingen to Stuttgart. Rather, the Royal Württemberg State Railways completed the Nagold Valley Railway from Pforzheim to Horb, the construction of which had already begun in Pforzheim in 1868 and the completion of which made Horb a railway junction in 1874 . In 1874 only the Eutingen – Tuttlingen section of today's Gäubahn existed, while the Eutingen – Stuttgart and Tuttlingen – Hattingen (Baden) lines were still missing.

With the law of March 22, 1873, Württemberg decided to build a railway line from Stuttgart via Herrenberg and Eutingen to Freudenstadt , which should close the gap between Stuttgart and Eutingen. In the political discussion of this time, the term Gäubahn was used for the first time for the Stuttgart – Freudenstadt line, which later gave its name to the entire railway line from Stuttgart to Hattingen (Baden). In November, work began from Stuttgart on the technically demanding route planned by the Württemberg railway engineer Georg von Morlok . The route was complicated, required gradients of up to 1:52 and a large number of tunnels. Many of the workers Morlok needed to build the track came from Italy . In the winter of 1877/78 the railway reached Herrenberg . After that, the construction work proceeded rapidly. After a test drive from Stuttgart to Freudenstadt had already taken place on August 20, 1879, the Württemberg State Railways officially opened the Stuttgart – Freudenstadt line on September 2, 1879 ( Sedan Day ) with a special trip on which, in addition to chief construction officer Morlok, the Württemberg Prime Minister Hermann von Midnight , the Lord Mayor of Stuttgart Theophil Friedrich von Hack and a large number of other dignitaries attended. The construction of this line shortened the way from Stuttgart to Horb, Tuttlingen and the Baden border station Immendingen by 35 kilometers. The travel time of the passenger trains to Horb and Tuttlingen was reduced by one to two hours.

From regional to long-distance routes (1879-1919)

Immendingen station was the end point of the Gäubahn for a long time

The Gäubahn Stuttgart – Tuttlingen – Immendingen initially had primarily regional importance. The end point of the long-running trains was always Immendingen. However, travel times were greatly reduced by the turn of the century. In 1897, for example, the journey from Tuttlingen to Stuttgart only took three hours, which has reduced travel time by four to five hours since 1870. Starting in 1900, long-distance trains were used for the first time with three pairs of express trains per day , some of which now ran from Stuttgart via Immendingen to Zurich. However, a change of direction was still necessary at the Immendingen border station in Württemberg and Baden . At the turn of the century, the Königlich-Württembergische Staatseisenbahnen used the Württemberg AD as an express locomotive, which was increasingly replaced by the Württemberg C during the First World War . In regional traffic, however, the Württemberg T 5 was mainly used.

Oberndorf am Neckar train station with staff around 1895

The Gäubahn also gained in importance in freight transport, so that in 1897 the Royal Württemberg State Railways were already carrying 400,000 tons of goods. While the route initially mainly transported agricultural products from the Gäu to Stuttgart, industrial companies increasingly settled along the route that used the Gäu Railway to transport goods.

In the 1880s and 1890s, the Royal Württemberg State Railways extended short sections of the originally single-track Gäubahn to double tracks. In 1886, for example, the 4.4 km long section between Horb and Eutingen, on which both the Gäubahn and the Nagoldtalbahn operated, received a second track. In 1895 a second track was added on the 8.6-kilometer incline between Stuttgart Hauptbahnhof and the Stuttgart Westbahnhof, which was closed for passenger traffic in 1985 .

On November 1, 1895, the 1.2 kilometer long connecting curve between the Nordbahnhof and the Gäubahn was opened. An initially planned connecting line between Zuffenhausen and the Westbahnhof, however, was not implemented. The volume of traffic between the main train station and Böblingen increased from 16 trains (1890/91) to 32 trains in the winter of 1902/03.

Expansion and heyday of the Gäubahn (1919–1945)

The tower of the new Stuttgart main station opened in 1922

In the interwar period , there were numerous improvements in the transport infrastructure. The new Stuttgart main train station opened on October 23, 1922 . This removed the bottleneck at the end of the Gäubahn and created capacity for the steadily increasing rail traffic. As a result of the new station building, the Deutsche Reichsbahn changed the inner-city course of the Gäubahn in autumn 1922, so that it no longer ran through the North Station in Stuttgart .

In the 1920s, the Free People's State of Württemberg initiated an expansion of the railway lines that were mostly single-track in the 19th century. The aim was to no longer allow traffic from Berlin to Switzerland and Italy to run exclusively via the neighboring countries of Baden and Bavaria, but also via the Gäubahn and thus via its own territory. Furthermore, after Alsace-Lorraine was returned to France in 1918 , the Reichswehr was interested in an efficient north-south connection from Berlin to the south-western border of the Reich, which, unlike the Rhine Valley Railway from Mannheim to Basel , which now runs close to the border with France , in a military conflict with France could not be easily interrupted by the enemy. The occupation of the Rheintalbahn station near the border in Offenburg by French armed forces in 1923 increased the interest of the Reichswehr in an efficient Gäubahn.

On October 23 and 24, 1927, Württemberg and the Deutsche Reichsbahn signed a contract for the further expansion of the line. In this, Württemberg granted the Reichsbahn a loan of 35 million Reichsmarks (equivalent to the equivalent of 128,370,000 euros), whereby the Reichsbahn undertook to completely double-track the line from Stuttgart to Tuttlingen and a single-track connecting curve to Hattingen (Baden) station from Tuttlingen to build on the Black Forest Railway.

Tuttlingen train station: new building from 1933

Work on this began as early as 1928. By 1941, the double-track expansion between Stuttgart and Tuttlingen had been completed except for a 2.3-kilometer section near Oberndorf am Neckar . This last section followed in 1943. With the single-track connecting curve to Hattingen (Baden) to the now also double-track Black Forest Railway, a powerful railway line from Stuttgart to Singen was created. The train journey via Immendingen and the change of direction that had been necessary until then were no longer necessary . In the course of the expansion work, the Reichsbahn greatly expanded the Rottweil and Horb junction stations and replaced the Tuttlingen and Eutingen stations with generously dimensioned new buildings.

The timetable for the Gäubahn underwent considerable improvements as a result of the expansion measures in the 1920s and 1930s. Express trains now ran from Berlin via Erfurt , Würzburg , Stuttgart, Zurich and Milan to Rome . The last peace timetable from the summer of 1939 shows three pairs of trains between Berlin and Italy every day, although not all trains from Milan continued to Rome. In addition, pairs of express trains were used that ran between Berlin and Lucerne and between Stuttgart and Constance . The travel time of the express trains between Stuttgart and Singen was reduced to 2 hours 41 minutes by 1933; the express train and local transport offer on the route improved significantly.

While the Württembergische C took over the express train service again before the line was expanded, as it had been since the First World War, after the construction of the connecting curve to Hattingen (Baden), the Prussian P 10 was primarily used as an express locomotive. The Württembergische C took over the covering of the express and local trains on the Gäubahn. The Württemberg T 5 was also used again, but was replaced by the 24 series from 1933 . As early as 1920, the Reichsbahn used the Prussian P 8 between Horb and Immendingen. In the interwar period, the Prussian G 12 and the Württemberg K were used for through freight trains . From 1924, the Reichsbahn used Prussian G 10 for freight trains over shorter distances. Between 1936 and 1938, the Reichsbahn also briefly used the 86 series for local freight trains. During the Second World War, the Reichsbahn restricted passenger traffic on the Gäubahn, while freight traffic increased in importance. On the one hand, the Gäubahn neighboring Oberndorf am Neckar with the Mauser works was an important pillar of German arms production; on the other hand, Germany supplied its alliance partner Italy with coal from Upper Silesia during the war and also ran these trains via the Gäubahn. Since the Gäubahn has lost its military importance as a north-south axis , especially since the German attack on the Soviet Union , the Reichsbahn withdrew many newer locomotives, especially the Prussian P 10, to Eastern Europe and hauled express trains on the Gäubahn again with the Württemberg C .

War destruction, dismantling and diesel operation (1945–1962)

The Nesenbach Viaduct in Stuttgart-Vaihingen , which was destroyed in April 1945 , was rebuilt in 1946. In 1982/1983 there was a new four-track building.

During the Second World War, the Gäubahn was largely spared from major destruction until February 1945. Allied aerial bombs caused severe damage to the train stations in Herrenberg, Horb am Neckar, Rottweil, Spaichingen and Tuttlingen in 1944/45 . However, these did not permanently interrupt traffic. It was not until February 1945 that allied bomber groups destroyed a bridge during an attack on the town of Oberndorf, which is important for the German arms industry, and thus interrupted rail traffic. The damage caused by German troops in April 1945 was even more serious. These blew up several bridges between Böblingen and Stuttgart and brought traffic to a complete standstill shortly before the end of the war. In April 1945, American and French forces occupied southwest Germany. The northern section of the Gäubahn between Bondorf and Stuttgart became part of the American , the southern section between Ergenzingen and Hattingen (Baden) was now part of the French occupation zone . After the destruction in the war, the route was not open again until August 13, 1946.

Unlike the United States , France exercised its right to reparations to a large extent and in 1946 dismantled the second track between Horb and Tuttlingen, which had been laid only a few years earlier. Since then, the Gäubahn has only had two tracks between Stuttgart and Horb. The borders between the French and American zones prevented through traffic between Stuttgart and Singen, which was not resumed until 1948. Compared to the heyday of the line at the end of the 1930s, operations were greatly reduced and did not return to pre-war levels until the end of the 1950s. However, the marketing of Berlin, for which the route was expanded in the interwar period, among others, was organized by the German Federal Railways not resumed because the highway Berlin-Erfurt-Würzburg-Stuttgart-Zurich by the German division was interrupted.

As a replacement, the Federal Railroad extended individual express trains from Zurich to Stuttgart to Hamburg from the 1950s . Due, among other things, to the strong influx of Italian guest workers to Baden-Württemberg from the end of the 1950s, express trains ran again from Italy to Stuttgart. Initially, the Prussian P 10 and the Prussian P 8 were primarily used . Between 1958 and the mid-1970s, diesel locomotives of the V 100 and V 200 series increasingly replaced the steam locomotives on the Gäubahn. The V 200.1 series was used in freight train traffic from 1964 .

Electrification from 1963

In 1963 , the Deutsche Bundesbahn electrified the section between Stuttgart and Böblingen in order to integrate the Gäubahn into the suburban traffic in Stuttgart and thus speed up traffic . In 1974 Böblingen – Horb followed and in 1977 the rest between Horb and Singen, so that from 1977 mainly electric locomotives were used. Also from 1977, the Federal Railroad gave up the service of a large number of stops and stations on the Horb – Tuttlingen section in order to increase the speed of travel in local traffic by using express trains.

Cut in the former Kaufwald tunnel

In the run-up to electrification in 1958/1959, the 150-meter-long Kaufwald tunnel was slit open in nine months under single-track operation. After 170,000 cubic meters of overburden had been removed, a cut was made.

The overground Gäubahn and the 8.8 kilometer long tunnel of the Stuttgart connecting line in
Stuttgart-Vaihingen, completed in 1985

After electrification in 1963, the E 17/117 , E 41/141 , E 44/144 and ET 55/455 series were initially used between Böblingen and Stuttgart, and from 1969 the 425 (old) , 427 and 465 series were increasingly used. When the Böblingen – Horb section was also operated electrically in 1974, the Federal Railroad hauled its regional trains in the northern Gäubahn section primarily with the 110 series , which from 1977 also took over express train service on the route. In freight transport, the Federal Railroad sat now primarily the series 150 and 193 a, in the 1980s, the class 151 , from 1988 reinforces the 140 series and in 1991 the series 143 .

The section to Böblingen has been part of the Stuttgart S-Bahn network since 1985 . Since then, the S-Bahn has been running from the main train station via the new Stuttgart connecting line , which runs under Stuttgart city center in a tunnel and joins the Gäubahn at Österfeld station . This shortens the travel distance for the S-Bahn by 5.5 kilometers and connects the new campus of the University of Stuttgart to the rail network. Regional and long-distance traffic continues to use the old Gäubahntrasse, but the trains no longer stop between Stuttgart and Böblingen. The five-kilometer-long section of the Gäubahn between Österfeld station and Stuttgart-Rohr was expanded to four tracks for the S-Bahn from 1982 to 1983.

New long-distance and local transport (since 1990)

Cisalpino of the ETR 470 series in Singen (Htw) station 2004
Development of travel times between Stuttgart and Zurich
Timetable year Travel time
Before the route opens approx. 20 hours
by stagecoach
1914 5.5 hours
1939 4 hours
1987 178-204 minutes
1990 177–202 minutes
(fully electrified September 1989)
1993 163–189 minutes
(fast IC Monday – Friday)
1995 171-189 minutes
1998 annual timetable 180-184 minutes
Annual timetable 1999 165–170 minutes
(ICE-T with tilting technology)
Annual timetable 2005 163-181 minutes
Annual timetable 2006 162-176 minutes
Annual timetable 2007 162–171 minutes
(ICE connections only)
Annual timetable 2009 164-176 minutes
Annual timetable 2010 172-177 minutes
Annual timetable 2011 170–178 minutes
(IC connections only)
Annual timetable 2012 171-178 minutes
Annual timetable 2013 177-182 minutes
Annual timetable 2014 177-185 minutes
Annual timetable 2016 176-181 minutes
Annual timetable 2019 187 minutes (interim timetable with 11 intermediate stops to Singen and change there)
174 minutes (continuous line with 5 intermediate stops to Singen)
Deutschlandtakt, 3rd expert draft 164 minutes

By 1991 the number of express trains on the Gäubahn increased to eight pairs of trains a day, five of which went beyond Zurich to the cities of Milan , Genoa , Lecce and Naples . The traffic from the Gäubahn via Stuttgart to the north, however, was largely stopped. For example, only one pair of express trains continued to Nuremberg in 1991 . The express trains now needed exactly two hours for the Stuttgart – Singen route and were drawn with the 110 and 181 series. From 1993 the Deutsche Bundesbahn and from 1994 its legal successor Deutsche Bahn AG tried to further reduce the travel times of long-distance trains. For this purpose, test drives were carried out with the Pendolino , which was successfully used in Italy, and the Swedish high-speed train X2000 . Between 1993 and 1995, two pairs of EuroCity trains replaced the traditional express trains. TEE RABe railcars of the Swiss Federal Railways were used for a short time , which reduced the travel time between Stuttgart and Singen to under an hour and 50 minutes. Since German tilting technology trains were not yet operational, two pairs of tilting technology trains from the ETR 470 series operated by the Swiss Cisalpino AG replaced some of the express trains on March 1, 1998 , without initially reducing travel times.

An expert report submitted at the beginning of 1998 on behalf of German and Swiss neighboring communities came to the conclusion that the travel time between Zurich and Stuttgart could be reduced from 184 to 156 minutes and that Zurich Airport could also be connected to investments of around 100 million German marks.

In 1999, Deutsche Bahn switched to long-distance traffic on the Gäubahn and withdrew all locomotive-hauled express trains from the route with the exception of one pair of trains. For the first time , ICE trains of the 415 series equipped with tilting technology were used , which, together with the Cisalpino, now did most of the long-distance traffic on the route. The journey time from Stuttgart to Singen was reduced to 1 hour 44 minutes. The Cisalpino took over the Italian traffic on the Stuttgart – Milan route, the ICE was used for trains between Stuttgart and Zurich. The through trains from Stuttgart to Genoa and Naples, however, were canceled. In 2005, Deutsche Bahn discontinued the last pair of locomotive hauled trains, the Intercity Insubria . A year later, in December 2006, the Cisalpino connections were also canceled due to significant defects on the trains, so that since then only ICE has been used in long-distance traffic. Since then there are no longer any direct connections to Italy.

The changes in local traffic on the Gäubahn since the 1990s have been as profound as those in long-distance traffic. On December 5, 1992, the Deutsche Bundesbahn extended the S1 of the Stuttgart S-Bahn from Böblingen to Herrenberg , thereby significantly improving local traffic between the Gäu and the state capital. Another major expansion of local transport was the introduction of the ring train in 2003 , which has been running on the Gäubahn between Tuttlingen and Rottweil since then. Both local transport systems have in common that the express train service introduced in 1977 is again supplemented by trains stopping at short distances, so that the small communities are connected to the railway again. For this purpose, DB Station & Service reactivated many disused stations and built additional stops.

For the ICE services, the seven-part series 411 of the ICE T has been used since December 2006 instead of the five-part series 415 used previously .

After problems with vehicle availability and delays, ICE-T operations on the Stuttgart – Zurich line were discontinued on March 21, 2010 and replaced by intercity trains with Swiss Federal Railways. Long-distance traffic is operated by the Swiss Federal Railways on behalf of Deutsche Bahn (as of 2012). The trains should (as of 2010) only be operated with ICE T again when they are again allowed to run at an arc. The Swiss Federal Railways had opposed efforts by Deutsche Bahn to use wagons from the former Interregio on the international line. In spring 2012, at a European timetable conference, Deutsche Bahn spoke out in favor of discontinuing long-distance traffic between Stuttgart and Zurich, but failed again due to resistance from the Swiss Federal Railways.

Deutsche Bahn does not expect a short-term or medium-term technical solution for the tilting technology of the ICE T. According to information provided by Deutsche Bahn in 2010, the number of long-distance passengers on the Gäubahn has been falling since 2010. At the beginning of 2014, the long-distance trains on the Gäubahn counted fewer than 150 travelers on average. According to DB Fernverkehr, the offer is uneconomical.

With 37,500 passengers per day (including 30,400 on the S-Bahn), the section between Stuttgart-Rohr and Böblingen had the highest traffic in the Stuttgart area in 2010. For the year 2025 (as of 2018) a load of 49,900 passengers is expected, of which 32,100 will be S-Bahn passengers. An increase from 8,700 to 10,900 travelers is expected south of Herrenberg. Between Stuttgart-Vaihingen and Stuttgart Hauptbahnhof, there were around 8,400 passengers per day in long-distance and regional traffic in 2010.

Oberndorf train station was modernized in 2014 and 2015 for 2.9 million euros. The continuous train service between Stuttgart and Zurich was interrupted for six weeks due to construction work in April and May 2016. From July 13, 2016 to September 10, 2016, the section between Stuttgart-Rohr and Böblingen was renovated for 12.3 million euros.

During the school holidays in 2017, the Böblingen and Herrenberg sections of the route were to be successively renewed in three sections for 24 million euros and completely closed. Due to the closure of the Rhine Valley Railway as a result of structural damage at the Rastatt tunnel , the work was completed a week earlier than planned on September 5, 2017, including a. as a diversion route for freight traffic.

business

Long-distance transport

Trains stop on the Gäubahn in Stuttgart, Böblingen, Horb am Neckar, Rottweil and Tuttlingen. The stop in Böblingen was not served from 2004 to 2013.

Since December 2017, Deutsche Bahn IC2 trains have been running alternately with the trains of the Swiss Federal Railways (SBB). This results in an hourly cycle. Since then, local transport tickets have also been accepted on long-distance trains to Singen / Konstanz. Due to a lack of approval for the 146.5 series , currently (as of March 2019) the services provided by the IC2s are already ending in Singen.

Until the 2017/2018 timetable change, long-distance traffic only ran every two hours .

Regional traffic

Class 425 and 426 railcars in Tuttlingen station

In addition to the Intercity trains, Regional Express trains (RE) run between Stuttgart and Singen every two hours . In addition to this basic offer, Regional Express trains also run every two hours between Stuttgart and Rottweil , which are winged in Eutingen . One part of the train travels from Eutingen to Freudenstadt via the Gäubahn Eutingen – Freudenstadt . This means that local transport runs every hour between Stuttgart and Rottweil.

The regional express service on the Gäubahn is operated by Deutsche Bahn, which has secured these transport services through a long-term transport contract with the state of Baden-Württemberg until 2016. In 2004, Deutsche Bahn switched the RE, which had previously been driven exclusively with locomotive-hauled n-wagons , to the newly delivered class 425 multiple units on the Stuttgart – Singen route , some of which were replaced from 2006 by double-decker wagons hauled by class 146.2 locomotives . Since then, the 425 series has only been used occasionally between Stuttgart and Singen, but it still runs continuously on the Stuttgart – Rottweil / Freudenstadt route. Deutsche Bahn continues to use modernized silver coins on a pair of trains between Stuttgart and Singen .

Stuttgart S-Bahn in Österfeld station

The Gäubahn is integrated into the Stuttgart S-Bahn network between Stuttgart and Herrenberg. On the Gäubahn but the S1 bus only from Herrenberg to Station Österfeld and then goes underground on the Stuttgart rail link to central station , from there on the Neckar-Alb-Bahn and Teck Railway to Kirchheim (Teck) . The 430 series is used . The S-Bahn is also operated by Deutsche Bahn and runs every half hour. On weekdays, however, the S-Bahn runs every quarter of an hour during rush hour. Between Herrenberg and Eutingen, Deutsche Bahn operates regional trains every hour on weekdays , which are tailored to the S-Bahn timetable.

Regional shuttle of the ring train in Rottweil station

Some of these trains do not end in Eutingen, but in Bondorf . On weekdays there is also a connection operated by the Albtal-Verkehrs-Gesellschaft on the Karlsruhe Stadtbahn between Freudenstadt, Eutingen and Herrenberg , which connects to the S1.

The ring train operated by the Hohenzollerische Landesbahn (HzL) runs on the Rottweil – Tuttlingen section . The regional shuttle railcars of the ring train are in use on the Gäubahn at least every hour on weekdays and every two hours on weekends.

According to passenger statistics presented in mid-2015, the number of passengers traveling in regional traffic on the Gäubahn has increased by around ten percent since 2012.

With the reassignment of regional transport from December 2017 and the change in the operating concept, which provides for the use of local transport cards in the InterCity, the regional transport offer has been thinned out. The regional express ends in Rottweil, but the Freudenstadt wing concept is retained. Class 442 trains in the national design are used .

Freight transport

Freight train hauled by the 185 series passes through Wurmlingen Nord station
An excavation train with a double traction of the 140 series leaves the tunnel in Rottweil

The Gäubahn is becoming increasingly important in international freight traffic, which particularly relieves the heavily used Rhine Valley Railway . The Gäubahn mainly serves as a through route. The goods handling along the route are meanwhile with a few exceptions such. B. the siding of the Böblingen industrial area Hulb. DB Cargo mainly runs trains from the Kornwestheim marshalling yard in the direction of St. Margrethen . The Hohenzollerische Landesbahn runs trains with cement from Dotternhausen via Tuttlingen to Switzerland. In freight traffic, the trains always bypass Stuttgart Central Station. Until the 1970s, this happened via the Prague tunnel and Stuttgart-West as well as a connecting curve, since the opening of the Stuttgart S-Bahn in 1978 via the Rankbachbahn from the Kornwestheim marshalling yard via Leonberg to Böblingen and from there on to the Gäubahn. The 185 series is mainly used . Since November 2014, excavation trains have been running twice a day except Sunday from Stuttgart to Deißlingen (from Rottweil by class 212 diesel locomotive ), which return to Stuttgart empty.

Operational problems

Train crossing of two ring trains in Aldingen station

Despite the considerable reduction in travel times in recent decades, the Gäubahn is still comparatively slow today, mainly due to the single-track section between Horb and Hattingen (Baden). In the section between Tuttlingen and Rottweil, in addition to the Intercity, Regional Express and freight traffic, the single-track line has also had to start ring train traffic since 2003, so that there are particularly many train crossings in this section and the ring trains at the Wurmlingen Nord, Spaichingen stations and Aldingen each stand for several minutes to wait for the return move. In the Epfendorf depot between Rottweil and Horb, even the intercity trains stop according to schedule to allow the opposite train to pass. The partially single-track Gäubahn also competes with the modern 81 federal motorway .

In seven timetable positions, the S1 S-Bahn line between Schwabstrasse and Herrenberg cannot run or only with restrictions during rush hour (as of 2014).

future plans

expansion

The station Rottweil, currently single-track section of the Gäubahn, beginning to a double track section to Spaichingen be

basis

According to the 1996 Lugano Treaty between Germany and Switzerland , the travel time between Stuttgart and Zurich is to be reduced to two and a quarter hours. This is to be achieved through selective line improvements and tilting technology. The measures on the Swiss side were completed in 2014. Among other things, the section between Bülach and Schaffhausen was expanded for 155 million Swiss francs. According to the German government from the beginning of 2020, both sides are now of the opinion "that the target agreed at the time is too ambitious". Up until now there have been no expansions on the German side.

The state of Baden-Württemberg registered the expansion and construction of double-lane sections with a total length of 20 km for the federal transport infrastructure plans 2003 and 2015/2030 . The estimated cost was 162 million euros. At the end of October 2016, the Federal Ministry of Transport included the expansion of the Gäubahn in the urgent need of the Federal Transport Infrastructure Plan due to the high benefit-cost factor, low impact on environmental issues, reduced transport costs, reduced travel times and the classification as a TEN core network corridor. The Bundestag approved December 2, 2016. Investments of EUR 550 million are planned. With a travel time reduction of 11 minutes, the project has a benefit-cost factor of 2.7.

At the beginning of 2020, an overall concept based on two studies was being drawn up, the premises of the two studies being harmonized. After the completion of the harmonization of the premises, an economic evaluation process by the Federal Ministry of Transport is to follow, on the basis of which the planning would in turn begin.

In March 2020, Deutsche Bahn announced that it would evaluate existing studies by the third quarter of 2020 in order to present them to the federal government. By the end of 2020, an “important step” should be taken towards an overall expansion concept.

The route between Stuttgart and Herrenberg is to be integrated into the Stuttgart digital hub by 2030 and equipped with digital interlockings , ETCS and automated driving . Up to Böblingen-Goldberg equipment with ETCS Level 2 "with signals" is planned (status: May 2019).

Second track

Relocating the second track on the entire Gäubahn has been considered since its dismantling in 1946. The Horb – Hattingen section of the Gäubahn is to be expanded to double-track at least in part. The double-track expansion is also included in the general transport plan of the state of Baden-Württemberg.

In contrast, however, there is resistance: 2006 published the Federal Ministry of Transport a comparative study that the benefits of electrification of the Southern Railway and railway line Munich-Lindau against the restoration of duality on the Gäubahn after Standardized assessment weighed. The Gäubahn performed significantly worse than the two comparison projects with 0.6; the project was then uneconomical.

The Baden-Württemberg Ministry of the Interior then commissioned a further study, which should make new proposals for a more economical expansion of the Gäubahn. This study from March 2007 does not envisage a complete double-track expansion between Tuttlingen and Horb, but only in the sections Horb - Neckarhausen , Rottweil - Spaichingen and Rietheim - Wurmlingen . Various figures were published on the cost of the expansion, which at the time ranged between EUR 45 million and EUR 158 million. Econo also got a benefit of 1.3 in the standardized assessment . Ten million euros are earmarked in the study as the first measures for general acceleration measures. As a result of the positive results of this study, the residents of the Gäu-Neckar-Bodensee-Bahn, organized in the interest group Gäu-Neckar-Bodensee-Bahn , declared themselves ready to pre-finance the plans for the limited double-track expansion proposed there. The association spent a total of 360,000 euros on this.

Second track Horb – Neckarhausen

The 2007 study also earmarked ten million euros for the double-track expansion of the section between Horb and Neckarhausen. In June 2010, the Baden-Württemberg Ministry of Transport announced that it would pre-finance the costs for the design and approval planning in the amount of 800,000 euros. The construction costs have meanwhile been calculated at 12.6 million euros.

At the beginning of 2013, the draft and approval planning for the Horb – Neckarhausen section was in progress. The plan approval application for the 5.8 kilometer section Horb – Neckarhausen (km 82.1 to 87.9) was submitted to the Federal Railway Authority on February 4, 2014 and approved in April 2018.

At the beginning of 2011, Deutsche Bahn planned the realization in 2013 and 2014, in May 2011 the start of construction in 2014, in mid-2011 the construction should start in 2016 and the work should be completed in 2018. In 2016, the section should be put into operation in 2020.

The financing agreement was signed at the end of April 2019. Construction was scheduled to begin in 2021 and completion in 2024 Template: future / in 4 years. The groundbreaking ceremony is now planned for 2022, the commissioning for 2023. The call for tenders is to be published in the fourth quarter of 2020.

Second track Rottweil – Neufra

In 2017, the planning of the double-track expansion in the Rottweil – Neufra section was included in the collective agreement (SV) 38 between the federal government and DB AG. In the context of SV 38, the service phases of basic research and preliminary design planning are financed. The section was still in these two work phases at the beginning of 2020. Further steps should only be initiated when an overall concept for the Gäubahn is available.

Second track Rietheim – Wurmlingen

There is still no concrete plan for the Rietheim – Wurmlingen section. Deutsche Bahn justified the planning stop with a new timetable concept that required new considerations.

Tilting technique

At the end of the 2010s it was unclear whether the line should be operated with or without tilting technology in the future.

While the federal government and Deutsche Bahn reject tilting technology, it is the basis for the desired reduction in travel times for the state of Baden-Württemberg and the Swiss Federal Office of Transport . In July 2018, Federal Transport Minister Andreas Scheuer informed the state of Baden-Württemberg that the move away from tilting technology was a prerequisite for further expansion. However, the Federal Ministry of Transport announced a week later that the tilting technology would be taken into account in the planned construction work.

The state of Baden-Württemberg, however, advocates tilting technology . While without tilting technology, investments of one billion euros would be required to reduce travel time by 6 minutes, with tilting technology 19 minutes (compared to the 2016 timetable) could be achieved. As a result of a study commissioned by the state for around 320,000 euros, with which an effective bundle of expansion measures in the range of 200 to 250 million euros was to be found in order to achieve a travel time of 2 hours and 30 minutes (with tilting technology) in the first stage. Integrated into a four-stage package of measures, this should be possible at costs of EUR 220 million (with the Singen curve ) or EUR 285 million (without the Singen curve). However, in order to achieve the travel time of 2 hours and 15 minutes between Stuttgart and Zurich targeted in the Lugano Treaty, more extensive new construction measures of more than one billion euros are required.

The extent to which tilting technology trains will be available for long-distance traffic in the future is open. DB Fernverkehr and SBB have economic reservations. Discussions about the use of tilting technology trains are ongoing (as of July 2017). In 2018, the state of Baden-Württemberg announced that it would find its own solution for the use of tilting technology trains if an operator for independent long-distance transport with tilting technology was not found. This could be done by means of a local transport tender or a tariff equalization.

According to Winfried Hermann, a decision was made against tilting technology in mid-2020.

Expansion as a diversion route

On May 22, 2019, the German Federal Transport Minister Scheuer and his Swiss counterpart Simonetta Sommaruga signed a ministerial declaration , which u. a. provides for the expansion of the Stuttgart – Zurich axis into a fully-fledged diversion route for the Rhine Valley Railway. Is provided u. a. an upgrade for large-profile containers, swap bodies and semi-trailers as well as a standardization of technology and operation. The axis is also to be equipped with ETCS. A binding schedule is still pending.

A performance agreement should be concluded in 2019 on the basic determination and preliminary planning of the expansion suitable for freight traffic between Stuttgart and the state border near Singen.

In June 2019, twelve business associations along the Stuttgart-Bodensee-Schaffhausen-Zurich axis spoke out in favor of its immediate expansion.

Stuttgart 21

Project Stuttgart 21

Lines over the airport

The “ Stuttgart 21 ” project envisages the closure of the Gäubahn uphill section within the city of Stuttgart, the so-called Panoramabahn . Instead, the trains of the Gäubahn are to run on new tracks from the main train station in the direction of Stuttgart Airport , where they will be connected to the new Stuttgart – Wendlingen line coming from Ulm . It is planned to run the trains from the airport in the direction of Böblingen over the existing S-Bahn tracks to Stuttgart-Rohr and connect there to the existing Gäubahn route via the new Rohrer curve . In 2001 the city bought the 38 hectare area for 14 million euros.

According to Pro Bahn , this new route via the airport extends the route by around 4.2 kilometers and the travel time, for example, between Stuttgart main station and Böblingen in regional traffic by five minutes. According to information from DB Netz , however, “almost identical” travel times can be achieved with the new route. An appraisal by the Vieregg-Rössler consultants expects an increase in travel time of around five minutes through the detour, including other factors of ten minutes. The planning office SMA und Partner , on the other hand, has determined that there are no timetable restrictions on the Gäubahn and that there are no longer travel times.

For regional and long-distance traffic from the direction of Singen, however, the new route would shorten the journey time to the airport and would no longer require changing trains. However, it is currently unclear how the trains of the Gäubahn will stop at the airport. The use of the new Filderbahnhof would require the construction of a connecting tunnel under the exhibition center with additional costs of up to 100 million euros. It is currently planned to use the existing S-Bahn station at the airport instead.

Heiner Geißler , who was entrusted with the arbitration of the Stuttgart 21 project , proposed in his arbitration verdict on November 30, 2010 that the Gäubahn be retained and its connection via the Feuerbach station to the new main train station. The maintenance of the Gäubahn and the modernization discussed in this context are not included in the Stuttgart 21 project budget. The regional plan of the Stuttgart region adopted in 2009 states that “in the course of or after the implementation of the Stuttgart 21 project [should] be kept in working order in favor of regional rail transport (…), the Gäubahntrasse between Stuttgart-Nord and Stuttgart-Vaihingen”. The Nordkreuz option, which was kept open in the course of the project, also provides for maintaining or reactivating the section of the Gäu Railway for the S-Bahn and linking it to the S-Bahn in the area of ​​the Nordbahnhof in the direction of Feuerbach and Bad Cannstatt.

As part of the feasibility study presented in 1995 for the Stuttgart 21 project, consideration was given to running the Gäubahn from Horb via Tübingen and Reutlingen to the Kleine Wendlinger bend , with the S-Bahn being extended to Horb. We weighed up the advantages of better traffic development (especially from Reutlingen and Tübingen) and the avoidance of mixed operation on the airport S-Bahn, the disadvantages of an approximately ten-minute longer journey time and the costs of electrification and the double-track expansion between Horb and Tübingen as well as the expansion of the Horb train station. Another variant envisaged the construction of a twelve-kilometer shortcut route (starting south of Tübingen) to the airport in order to shorten the journey time. Both variants should be finally assessed as part of an in-depth investigation.

In June 2012, as part of the “Filder Dialog S21”, a public participation procedure for plan approval section 1.3 of Stuttgart 21 (Filder area), a public discussion took place about the route that trains should take from the Gäubahn to the planned Stuttgart underground station. In addition to the application route proposed by Deutsche Bahn , six other variants were included in the discussion. These include, among other things, a variant with which trains should continue to be guided via Stuttgart-Vaihingen and Stuttgart-Nord to the main station, a large-scale tour from Horb via Tübingen, Reutlingen and the Wendlinger curve to Stuttgart as well as a different variant of the tour via the airport.

In the course of investigations for the Germany cycle , a tunnel between the east end of the airport train station on the exhibition grounds and the Gäubahn between Rohr and Böblingen is being considered to shorten travel times. This plan would replace the previously planned three-track expansion of the previous S-Bahn station .

Discussions about the preservation of the panorama railway

At least three years (according to previous information: more than two years, before: around half a year, before that: at least four months) before the route through the airport to the new central station is put into operation, the route to the east of the Gäubahn Viaduct is to be interrupted in order to be able to establish the S-Bahn connection to the Mittnachtstraße station. Regional trains should stop and end at Vaihingen station. This means that the S-Bahn between the main train station and Vaihingen is also interrupted in the event of an incident. With the commissioning of Stuttgart 21, new alternative options (S-Bahn or regional transport to the airport via Fildertunnel ) will be opened.

The Verband Region Stuttgart (VRS) is considering connecting the Schönbuchbahn to the Strohgäubahn via the section of the Gäubahn, which is to be closed. This justifies securing the route section in the regional plan. The Ministry of Transport and Infrastructure is considering (as of 2015) connecting the Gäubahn to the Feuerbach train station via the new Stuttgart-Vaihingen regional train station. The Stuttgart trams (SSB) suggest connecting points at Eckhardshaldenweg and Herderplatz (each to the tram) and at the Westbahnhof (bus) and Vaihingen (tram, bus). One concept of the VCD provides for the route between Stuttgart-Vaihingen and the main train station to be used for a light rail system.

In November 2016, all parliamentary groups in the VRS Transport Committee agreed that the Gäubahn in Stuttgart should be kept for passenger transport after Stuttgart 21 went into operation. The VRS will work out a concept for this together with the state of Baden-Württemberg and the city of Stuttgart. A jointly commissioned study examines various connection options for the Panoramabahn Feuerbach, Bad Cannstatt and the new Stuttgart main train station. A possible preservation of the panorama railway is to be planned on this basis. Five different variants are being examined for integrating the Gäubahn; in this context, the northern approach to Stuttgart and a regional traffic stop at the Feuerbach train station are also being considered. In addition, there is a vote on the planning for a “north stop” in the area of ​​Eckartshaldenweg.

In February 2018, the city of Stuttgart announced that it would not invest 100 million euros in upgrading the route in view of the load on the route with a pair of trains per hour. A progressive scenario of a traffic forecast presented in 2020 for the year 2030 provides for the regional traffic line Horb - Stuttgart-Vaihingen - Nordbahnhof to be concentrated at half-hourly intervals during rush hour.

It is proposed that the terminal station be partially retained, and partially by an underground terminal station at the same location. In mid-2019, the Baden-Württemberg Ministry of Transport proposed that the Gäubahn end at an additional underground terminus in Stuttgart and that the Gäubahn be partially underground. The city opposed these considerations. The city has an overwhelming interest in the rapid development of the Rosenstein district . Rather, interim solutions, for example with end points in Vaihingen or at the Nordbahnhof, are necessary.

In 2017, 679 S-Bahn trains ran over the Panoramabahn on 139 operating days, and in 2018 there were a total of 988 S-Bahn trains on 150 operating days. In 2019, until August 20, there were 3848 trains on 130 operating days. This is the sum of planned and unplanned tours over the route section. In 2019, a large number of trains were run over the panorama railway due to planned construction work on the main line. In the first half of 2019, an incident concept was declared four times due to closures on the main route. A total of 41 unscheduled journeys were made via Stuttgart main station (above).

Germany clock

In the third expert draft of the Deutschland-Takt published in June 2020 , an operating and service concept coordinated between Deutsche Bahn and the state of Baden-Württemberg was included in a further developed form. The underlying infrastructure applies “subject to a positive macroeconomic assessment in the context of the requirements plan ”.

A two-stage expansion without the use of tilting technology is planned: In the first construction stage, an approximately eleven kilometer long tunnel is to be built from Stuttgart Airport towards Böblingen. Further tunnels north of Sulz and Rottweil are planned in a second construction phase. According to Winfried Hermann, the cost of the concept proposed by the federal government will amount to around 1.5 billion euros.

business

From June to November 2008, the Rottweil district examined expanding the Ringzug operation to include the Horb – Rottweil section of the Gäubahn. In return, however, the Regional Express stops in Sulz am Neckar and Oberndorf am Neckar should be eliminated. However, this model ultimately failed due to the resistance of the affected cities of Oberndorf and Sulz. In addition, since 2008 the districts of Calw and Böblingen have commissioned several studies that examine and evaluate an extension of the S1 beyond Herrenberg to Eutingen im Gäu and Nagold . In July 2011, a feasibility study was presented in both district assemblies, which came to a positive assessment.

Further development of long-distance transport

From the end of 2015, the timetable concept should be changed in order to create better connections in Stuttgart and Zurich. The two-hour access offer is initially retained.

Intercity trains on line 87 have been running hourly on the Gäubahn between 5 a.m. and 10 p.m. since December 2017 . The transport offer has been doubled to 15 pairs of trains per day. Together with regional trains, there is a half hourly service between Stuttgart and Horb. The Free transportation for disabled is given in the trains running here long-distance trains. In addition, a level access to the platform in Bondorf has to be replaced. An Intercity (with stops in Böblingen, Horb, Rottweil, Tuttlingen and Singen) and a long-distance train will run every hour, replacing the regional express service from Stuttgart-Singen, which has previously operated every two hours, and stops at ten other stations. In the course of the so-called interim timetable , the time until the commissioning of Stuttgart 21 is to be bridged. In addition, two additional regional trains are planned from Stuttgart to Horb in the afternoon. From the end of 2018 this line will be extended to Nuremberg via Schwäbisch Hall.

The state of Baden-Württemberg pays Deutsche Bahn compensation so that the latter trains can be used with regional transport tickets. The underlying, 2025 current transportation contract was signed in Böblingen on February 6, 2014. The amount of the compensation is under lock and key.

The planned travel time between Stuttgart and Zurich should then be two hours and 56 minutes every 120 minutes, the trains with additional stops should take twelve minutes longer. New IC stops are planned in Herrenberg, Gäufelden, Bondorf, Sulz, Oberndorf, Spaichingen and Engen. The previous stops of the regional express trains to be replaced in Ergenzingen and Eutingen are to be omitted. The transitions to the Ringzug in Rottweil are to be adjusted. Tuttlingen will become a full junction station as part of the integral cycle timetable . While the Herrenberg – Bondorf regional train and the Stuttgart – Rottweil / Freudenstadt regional express will remain unchanged, two S-Bahn trains from Böblingen in the direction of Herrenberg will in future run through three stations. With departures in Stuttgart at minutes 29 (at even hours) or 17 (at odd hours) the connection situation is to be improved. The arrival in Zurich should take place uniformly at minute 25, in Stuttgart at minute 32 (odd hours) and 43 (even hours). Double-decker intercity trains are planned as vehicles . The previous locomotive change in Singen is to be omitted. However, the IC trains ordered do not comply with Swiss regulations, so that cross-border traffic will not be possible from the end of 2017 for the time being. Travelers would then have to change to Singen.

The state is examining (as of May 2015) a concept called Interim Timetable Plus , which is to bring hourly intercity stops for Engen, Oberndorf and Sulz, among others. The concept was developed on behalf of several cities and municipalities from the upper Gäu and the Rottweil district. Building on the basic concept of the interim concept, a train interval of 60 minutes, hourly IC stops in Engen, Oberndorf and Sulz am Neckar as well as better connections from Rottweil are possible with lower costs. The concept requires modifications to the Engen train station. The operation of the stops leads to a two-minute longer travel time between Stuttgart and Zurich, which is to be compensated by the two-hour elimination of the stop in Gäufelden. This would require modifications at Engen train station. DB Fernverkehr rejects the concept, especially since long-distance traffic could be slowed down. The state of Baden-Württemberg had expected additional costs of one million euros, DB Fernverkehr demanded 1.7 million euros.

Due to approval problems in Switzerland, apparently in connection with the train control system ETCS , the start of operation of the new Bombardier vehicles in Switzerland is considered to be endangered. Deutsche Bahn announced that it would definitely introduce the new hourly service concept at the end of 2017, if necessary with a change in Singen. For the time being, there will continue to be two-hour continuous trains from Stuttgart to Zurich with Swiss cars, with double-decker intercity trains between Stuttgart and Singen with connections to Zurich in between. The IC2 trains will be temporarily hauled by class 146 locomotives, and from 2019 Switzerland-capable class 147 machines will be used.

Reallocation of regional transport

The regional transport from Stuttgart via Freudenstadt to Constance underlying transport agreement between the country and DB Regio end 2016. The successor treaty at the end December 2014 advertised . Its subject is the Gäu-Murr network , one of a total of 15 regional transport networks in Baden-Württemberg. It includes traffic from Stuttgart via Herrenberg, Eutingen, Freudenstadt / Horb to Rottweil and from Stuttgart via Murrhardt, Schwäbisch Hall and Crailsheim to Nuremberg. Operations are scheduled to start at the end of 2018. Six bids were received.

In mid-August 2015, the award of the network 3b to Deutsche Bahn was announced. The network covers 2.1 million train kilometers per year. This includes the metropolitan express lines from Horb via Stuttgart to Schwäbisch Hall and Crailsheim. The contract was awarded on August 21, 2015. The contract will run until 2025. The state contribution per train-kilometer has decreased from EUR 11.69 to EUR 8.22 per train-kilometer compared to the "Great Transport Contract" of 2003.

On the vehicle side, four-part Talent 2 multiple units with 215 seats each are planned. The vehicles should run in a special country design and have, among other things, 30 bicycle parking spaces, sockets and wireless Internet access and cell phone amplifiers. DB Regio uses the Baden-Württemberg vehicle financing model , in which the vehicles are acquired, sold to the state and leased back. The contract was awarded to Bombardier on September 8, 2015 .

As part of a compromise solution for the Filderbahnhof Stuttgart , the state announced in March 2015 that it would set up a half-hourly service on the Gäubahn. Such half-hourly intervals are also provided for in the target concept for regional rail passenger transport in 2025 . According to a press report, the clock compression will cost around 30 million euros and will take place from 2025. Metropolexpress trains (MEX) are to run every half hour between Stuttgart and Horb and every hour between Stuttgart and Rottweil / Singen.

Further improvements to the S-Bahn service

On January 29, 2018, the Transport Committee of the Stuttgart Region Association decided to conduct an investigation into a continuous expansion of the quarter-hourly service to external branches of the S-Bahn, including a. between Böblingen and Herrenberg. In addition to the basic traffic effect, infrastructure adjustments and additional vehicle requirements are to be worked out. The first results are expected in early 2019.

With additional vehicles and ETCS, the S-Bahn train service between Stuttgart and Böblingen is to be increased from four to six trains today. The prerequisite for this is the introduction of ETCS in the core network of the Stuttgart S-Bahn , which was decided in January 2019, and the procurement of additional vehicles.

A progressive scenario of a traffic forecast presented in 2020 for the year 2030 envisages an extension of the S1 from Herrenberg to Bondorf and the S5 from Schwabstrasse to Ehningen, each with two trains per hour.

See also

literature

  • Hans-Wolfgang Scharf, Burkhard Wollny: The Gäubahn from Stuttgart to Singen . EK-Verlag, Freiburg im Breisgau 1992, ISBN 3-88255-701-X (main source on which the article is predominantly based).
  • Georg Fladt-Stähle: Stuttgart balcony. 125 years of the Gäubahn . In: LOK MAGAZINE , No. 281, 2005, ISSN  0458-1822 , pp. 84–91.
  • Richard people: The history of the railway in the Tuttlingen area . In: Tuttlinger Heimatblätter , No. 46 (1983), pp. 46-62.
  • Frank von Meißner: Magistrale in the shadow of the traffic: the Gäubahn Stuttgart – Singen . In: Eisenbahn-Kurier , No. 9, 2004, ISSN  0170-5288 , pp. 36–41.

Web links

Commons : Gäubahn  - collection of images, videos and audio files

Remarks

  1. The travel times are partly based on different intermediate stops, stopping times and travel time supplements. They are often not exactly comparable.
  2. Assessment by Econo at the time . Evidence on the Internet is no longer available today; tried on June 8, 2019.

Individual evidence

  1. Rolf Schulze: Bypass or bottleneck? In: railway magazine . No. 6 , June 2018, ISSN  0342-1902 , p. 40 .
  2. DB Netze - Infrastructure Register
  3. Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  4. Regulation (EU) No. 1315/2013 of the European Parliament and of the Council of 11 December 2013 on Union guidelines for the development of a trans-European transport network and repealing Decision No. 661/2010 / EU. (PDF; 120 MB) December 20, 2013, pp. 3, 10, 118 (PDF) , accessed on July 2, 2017 .
  5. The tension conditions on the Gäubahn can hardly be traced until around 1900. The use of the Württembergische F has been handed down. The literature does not make any statements about the use of other vehicles. See also Scharf / Wollny (see literature) p. 147 and p. 233–239
  6. ^ Albert Mühl, Kurt Seidel: The Württemberg State Railways . 2nd edition, Konrad Theiss Verlag, Stuttgart, 1980, ISBN 3-8062-0249-4 , p. 248 f.
  7. Andreas M. Räntzsch: The inclusion of Stuttgart in the modern transport through the construction of the railway . Publishing house Dr. Kovač, Hamburg 2005, ISBN 3-8300-1958-0 , p. 437 f.
  8. Hopfenzitz, Egon: State railway in Württemberg 1845 - 1994 ; Stuttgart 1999, section Gäubahn.
  9. Design mechanical unit M 43. In: berliner-stellwerke.de , accessed on March 26, 2020.
  10. pd / mr: Gäubahn section is being expanded . In: Eisenbahn-Revue International , 6/2019, p. 323.
  11. ^ Günter Dutt: A journey through 150 years of tunnel structures in Württemberg . In: Yearbook for Railway History, Volume 28, 1996, ISSN  0340-4250 , pages 47-64.
  12. Federal Ministry of Transport and Digital Infrastructure (Ed.): Target timetable Deutschlandtakt - third expert draft June 2020 - stakeholder conference July 15, 2020 - presentation of selected results . July 15, 2020, p. 160, 161 ( ctfassets.net [PDF]).
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  16. ^ A b IC string concert of the Deutsche Bahn . In: Schwarzwälder Bote (online edition), September 4, 2012.
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This article was added to the list of excellent articles on August 11, 2008 in this version .