Hegaubahn

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As Hegau train two projects in the early 20th century were to shorten and speed up the railway track between Rottweil and Schaffhausen called. Most of them were not realized.

course

The project (status: 1926) comprised two new lines with a total length of 22.3 km:

  • A 4.6 km long stretch was planned between Möhringen (near Tuttlingen ) and Hattingen in order to avoid the change of direction in Immendingen . This part of the route was not included in the original project (in the early 1870s) and was added later. This line was realized in 1934 as the Tuttlingen – Hattingen railway line in a similar form.
  • A 17.8 km long new line should lead out of the Black Forest Railway in Welschingen (near Engen ) and merge into the Upper Rhine Railway at Herblingen . 10.9 km should be built on German and 6.9 km on Swiss territory. The longitudinal slope should not exceed 1: 100, with four tunnels between 240 and 700 m in length being planned. A flattening to 1: 150 was also considered. The longest bridge, around 60 m, was to cross the Danube between Hattingen and Möhringen. This sub-project was not implemented.

The Black Forest Railway was to be used between the two new lines.

Another 31.3 km of routes should be expanded to double-track. These extensions were planned between Herblingen and Welschingen, and between Hattingen and Möhringen. An expansion of the Engen and Schaffhausen train stations was also part of the project.

The project was intended to shorten the route between Rottweil and Schaffhausen by 16 km. The travel time between Schaffhausen and Rottweil was to be accelerated by 62 or 35 minutes (direction and opposite direction), between Schaffhausen and Donaueschingen a reduction of 51 and 30 minutes was planned. The fastest route between Zurich and Berlin would have been via Schaffhausen instead of Basel and Frankfurt am Main .

The gradient should rise from Rottweil (557 m) to Hattingen (690 m) and then drop to Schaffhausen to 404 m.

history

The connection of the Black Forest Railway to the Hochrheinbahn did not take place in Schaffhausen, the economically most important city in the area, but in Singen in the 1860s. The most important reason for this was considered to be the Randen , which forms a crossbar between the Danube and Rhine valleys and whose drilling would have caused considerable difficulties at the time. Furthermore, the route from Schaffhausen to Zurich led via Winterthur, the direct route via Eglisau did not yet exist, so that the shortest route between North Baden and Zurich would have led via Basel. Incidentally, when overcoming the Alps in the direction of Italy, the focus was not on the Gotthard , but on the Lukmanier Pass , so that the Offenburg - Donaueschingen - Constance line was considered the most direct approach to the future Alpine railway.

The implementation of the Hegau Railway was supported by various municipalities on the German and Swiss sides in 1870. In 1873, the Swiss Northeast Railway submitted a license application for the section of the route located in Switzerland, which was granted in the same year. The Baden ministry rejected a similar application for a license for the German part and instead suggested a connection between Stühlingen and Beringen . (While Stuttgart, Zurich and Schaffhausen would have benefited from the project, it would have been a disadvantage for the Baden cities of Singen and Konstanz as well as the Lake Constance region.)

The project was mentioned in the 1910s and revisited in the 1930s. The Second World War prevented the realization.

In a 1926 comparative report by the SBB to weigh up three possible projects to improve the Gotthard northern inflow (between Rottweil and Schaffhausen), the Hegau Railway proved to be a preferable option. From a commercial point of view, "preference should be given to the Hegaubahn, as this line also shortens the distance between Stuttgart and Schaffhausen in a satisfactory manner and the disadvantages that the three projects can have for Swiss freight traffic are the least with it."

See also

literature

Web links

  • Hegaubahn . Holdings of the Schaffhausen City Archives.

Individual evidence

  1. ↑ a b c d e f g h i j Randenbahn - Hegaubahn - Bibertalbahn . In: Schweizerische Bauzeitung . tape 88 , no. 25 , 1926, ISSN  0036-7524 , p. 342-344 , doi : 10.5169 / seals-41025 .
  2. ^ A b Hans-Wolfgang Scharf, Burkhard Wollny: The Gäubahn . 2nd Edition. EK-Verlag, Freiburg 1992, ISBN 3-88255-701-X , p. 220 .
  3. ↑ a b c d Swiss Federal Railways (ed.): Randenbahn - Hegaubahn - Bibertalbahn . Report of the General Management of the Swiss Federal Railways to the Confederation. Post and Railway Department. Buchdruckerei Merkur A.-G. Langenthal, Langenthal March 8, 1926, p. 3, 8-10, 12 .
  4. ^ A b Albert Kuntzemüller: The Baden railways . 1840-1940. Freiburg im Breisgau, Heidelberg 1940, p. 131 f .
  5. ↑ a b Wilhelm Weber edge rail, rail Hegau, Beaver Valley Railway . In: The civil engineer . tape 9 , no. 37 , September 14, 1928, ISSN  0005-6650 , p. 659-666 ( PDF ).
  6. ^ Albert Kuntzemüller : The Baden Railways . 2nd Edition. G. Braun, Karlsruhe 1953, p. 183 .