Kornwestheim marshalling yard
| Kornwestheim marshalling yard | |
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 Map of the marshalling yard Kornwestheim with surroundings
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| Data | |
| Operating point type | Marshalling yard |
| abbreviation | TK |
| opening | 1918 |
| location | |
| Place / district | Kornwestheim |
| country | Baden-Württemberg |
| Country | Germany |
| Coordinates | 48 ° 52 '5 " N , 9 ° 10' 34" E |
| Railway lines | |
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Incoming routes from / to:
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| Railway stations in Baden-Württemberg | |
The Kornwestheim marshalling yard is the second largest marshalling yard in Baden-Württemberg after the Mannheim marshalling yard . It is located west of Kornwestheim in the north of the Stuttgart region and was put into operation in 1918 by the Royal Württemberg State Railways .
geography
The marshalling yard connects directly to the western outskirts of Kornwestheim. In north-south direction, it is six kilometers long and 600 meters wide. In the north the plants in Ludwigsburg end in the area of the Pflugfelder Höhe, in the west there is the fertile landscape of the Lange Feld , behind which the Strohgäu joins approximately on the other side of the federal highway 81 . In the south, the area of the train station extends as far as the Stuttgart districts of Stammheim and Zuffenhausen .
Parallel to the marshalling yard, but on a separate line, there is also the Kornwestheim passenger station in Kornwestheim along the Frankenbahn , which is the stop of the Stuttgart S-Bahn and some regional trains of the Schusterbahn . Furthermore, the freight station Ludwigsburg is a rail station Part of the marshalling yard, there is also the powered from the town of Ludwigsburg starts Industriebahn Ludwigsburg .
Freight trains from the north and west reach the station via a level-free extension from the Franconian or Westbahn south of Ludwigsburg station . Freight trains from the Gäubahn get over the Rankbach Railway to Renningen and further over the Württemberg Black Forest Railway to Korntal , the starting point of a single-track connecting curve to Kornwestheim RBF is. The freight bypass line with its starting point Stuttgart-Untertürkheim provides the direct connection from the east of the Filstalbahn . Freight traffic from the direction of Nuremberg is mainly routed via the Waiblingen – Schwäbisch Hall and the Backnang – Ludwigsburg railway , as the alternative route via the Rems and the freight bypass is connected to head-turning in Stuttgart-Untertürkheim Rbf. There is a separate freight track along the main line to Stuttgart Hauptbahnhof , which used to lead to the Stuttgart freight station, which is located directly north of the Hauptbahnhof . This track can be used to divert freight trains to the Gäubahn via the topographically less favorable panoramic route. A connecting curve from the Mannheim – Stuttgart high-speed line to the train station has been prepared as a preliminary construction work through a connection in the Langes Feld tunnel , but has not yet been implemented.
history
When in the 1890s the congested Stuttgart main station, which previously represented a bottleneck for all through passenger and freight traffic, was relieved by the Untertürkheim – Kornwestheim freight bypass, marshalling yards were built from 1894 to 1895 at both ends of the bypass. This first marshalling yard in Kornwestheim was located east of today's passenger station and comprised 15 distribution tracks. Rail traffic and the number of inhabitants in Stuttgart continued to grow rapidly in the following years: from 1898 to 1907, the volume of freight on the railways around Stuttgart grew by over 60%.
Since individual measures no longer seemed sufficient, the Württemberg state parliament decided in 1907 on a comprehensive expansion program which, in addition to the relocation of the main station and the multi-track expansion of the Zentralbahn, provided for the construction of a new "state freight station" as a large marshalling yard for the state capital. Because of the proximity to Stuttgart and the open and flat terrain, Kornwestheim decided the location question for itself.
Construction could begin before the outbreak of World War I , and the first land purchases were made between 1910 and 1911. The war delayed the commissioning of a first section, initially planned for 1916, to mid-1918. The connecting line to the Stuttgart freight yard was opened on July 29, 1918. The connection to Untertürkheim and Ludwigsburg followed on June 1, 1919, after the Kornwestheim Rbf railway depot went into operation in May . Most of the construction work was completed in 1919. The entire rail yard 18 was prepared by first interlocking the type Jüdel controlled.
The single-track connecting railway junction Salzweg - Korntal, which connects the marshalling yard Kornwestheim with the Württemberg Black Forest Railway Zuffenhausen - Calw, was started in the royal era, but only in the substructure to a large extent. Completion did not begin until 1931, and the line went into operation on December 1, 1935. This eliminated the need to head off the freight trains to Calw in Zuffenhausen. The electric traction reached the station on May 15, 1933, when Ludwigsburg and the freight bypass were taken into account in the electrification of the Munich – Stuttgart route.
From 1939 the Deutsche Reichsbahn built the central forge of AW Cannstatt on the site of the marshalling yard, which opened in 1941. From 1947 on, the forge manufactured the stud bolts for all steam locomotive repair shops. In 1950 the plant employed 450 people and was closed in 1977. From 1944 to 1983 there was a central railway school in Kornwestheim Rbf with a training signal box. The listed training signal box now belongs to the city of Kornwestheim and is looked after by a development association. Since many mechanical interlockings are still in operation at Deutsche Bahn, some of them from the times of the Kaiser, Deutsche Bahn is training there again.
At the beginning of the 1960s, the shunting operation was fundamentally modernized: in 1963, four type TW6 track brakes , an automatic point control and a new type DrS 60 interlocking system went into operation, increasing the valley performance to 185 wagons per hour. In 1965 - for the first time in Germany - tests with remote-controlled push-pull locomotives took place in Kornwestheim. In 1969 and 1972 the entry group in the north and the exit group in the south were converted to new SpDrS 60 interlockings, followed by centralization to one interlocking for the entire marshalling yard. In 1994 it was converted to an ESTW .
The container transport held in 1968 with the opening of the container terminal at the northern end of the station feeder. Since then, there have been overnight container trains to Bremerhaven and Hamburg . In 1969 piggyback traffic to Cologne was also set up. As a replacement for the goods reloading points in Untertürkheim and Bietigheim , a central reloading hall was built for the Stuttgart area on the southwestern edge of the track system in 1974.
When the Stuttgart S-Bahn was built in 1977, an additional entry point further south was created near Ludwigsburg. Since then, through this connection, through freight trains from Bietigheim-Bissingen to Stuttgart-Untertürkheim have been able to cross the main line at no level without having to bypass the marshalling yard on its west side.
Since the capacity of the container station was no longer sufficient, construction of a new terminal was started in 1995 in the southwest in place of the disused freight station, which went into operation in 1999. It comprises a total of eight tracks.
Today's meaning
The Kornwestheim marshalling yard is today - after its Mannheim counterpart - the second largest in Baden-Württemberg. It has a maximum of 66 parallel tracks with a total length of 160 km, including 38 directional tracks. There are 520 turnouts and 300 signals in total . About 100 newly formed trains leave the station every day. These include long-distance trains with the destinations Munich North Rbf , Nuremberg Rbf , Mannheim marshalling yard , Seelze Rbf , Gremberg , Zurich Limmattal and Wolfurt .
In the 1980s, the station gained importance with the conversion of the marshalling yards in Heilbronn , Horb , Stuttgart-Untertürkheim and Ulm to Kornwestheim satellites.
Since the commissioning of the Mannheim-Stuttgart high-speed railway is an in Kornwestheim RBF Southeast rescue train stationed, the SFS in an emergency with turning can achieve in Zuffenhausen.
literature
- Andreas M. Räntzsch: Stuttgart and its railways. The development of the railway system in the Stuttgart area . Uwe Siedentop, Heidenheim 1987, ISBN 3-925887-03-2 .
- Bernd M. Beck: marshalling yards . In: Eisenbahn Journal special edition. Railways in Stuttgart . Vol. 1994, No. III, ISSN 0720-051X , pp. 62-63.
- Günter Dutt: Freight traffic - an overview . In: Werner Willhaus (Hrsg.): Transport node Stuttgart . EK-Verlag, Freiburg 2006, ISBN 3-88255-251-4 , pp. 64-69.
- Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 .
- Werner Willhaus: Kornwestheim . In: Railway courier . Vol. 2004, No. 1, ISSN 0170-5288 , pp. 68-71.
See also
Web links
- The railway station track on the OpenRailwayMap
- Track plan Kornwestheim Rbf on the website of Deutsche Bahn (PDF; 327 kB)
Individual evidence
- ↑ Freight train course book at cargonautus.de
- ↑ Interest group German Crocodile - Das Bahnbetriebswerk Kornwestheim (accessed on July 5, 2007)