Left bank Neckarbahn
| Left bank Neckarbahn (plan 1909) |
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| Gauge : | 1435 mm ( standard gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||||||
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The left bank Neckarbahn was a railway project in the Kingdom of Württemberg at the beginning of the 20th century. It was intended to relieve the heavily frequented Ostbahn in the Stuttgart - Plochingen section of freight and long-distance traffic, thus avoiding the need for a four-track expansion and connecting further villages to the rail network.
history
In 1900 the management of the Royal Württemberg State Railroad planned a railway line on the left side of the Neckar bank . It was supposed to relieve the Eastern Railway between Stuttgart and Plochingen. The state railway rejected a four-track expansion of the Eastern Railway because it assumed high land acquisition costs and possible technical difficulties. The construction of new train stations and stops was also relevant, because the relief route should serve not only freight traffic, but also travelers.
There were two variants for the section between Stuttgart and Gaisburg : In the first variant, the railway line would branch off from the Ostbahn in front of the Rosenstein tunnel. It would have passed close to the Berger Church and would have followed the course of the Mühlkanal to the north-eastern border of the Villa Berg park . After crossing the road to Wangen , she would have reached Gaisburg station.
In the second variant, the route would have separated from the Eastern Railway at the level of the brewery leading to the English Garden. The trains were to cross the Schlossgarten , Cannstatter Strasse and Neckarstrasse via a 390.5 meter long and up to 10.5 meter high viaduct with 27 arches . On the Stöckachäckern, at route kilometer 2.4, the Stöckach stop was seen, behind it the 770 meter long Raitelsberg tunnel, which would have led the train down to Gaisburg station.
The next station was the Wangen train station, where a triangular track to the Untertürkheim train station was planned. Also Hedelfingen and domain Weil would get a connection. The Eßlingen Süd train station was planned in Esslingen's Pliensauvorstadt . Along the mountain slope, the route would have reached the Berkheim station at the level of Sirnau and, after crossing the Körsch , the Deizisau station . About two kilometers later, the Neckar would have been bridged and the line would have rejoined the Ostbahn at Plochingen station.
The estimated cost of the project was 14.8 million marks, while the laying of two additional tracks between Untertürkheim and Plochingen had to be reckoned with expenses of around 15.5 million marks. But the Economic Commission of the Chamber of Deputies expressed itself against the new building and doubted its necessity. The course in Stuttgart was particularly controversial in terms of urban planning. The commission proposed, however, to double-track the Untertürkheim – Kornwestheim railway line in order to allow more passenger trains to run and at least relieve the section between Stuttgart and Cannstatt . The Foreign Ministry, which was overseeing the construction of the railway at the time, saw no alternative. Because the express trains would have to stop in Untertürkheim and Kornwestheim in order to enable passengers to change to Stuttgart. The Untertürkheim – Kornwestheim line received a second track between 1901 and 1904, but the passenger trains continued to run via Stuttgart Central Station.
In 1905 another plan came up. Identical to the one from 1900, with the difference that the line should not end at Stuttgart Central Station, but at Stöckach Station. There was still the option of a possible continuation to the main train station. Furthermore, the proponents argued with the 700,000 mark additional costs for a four-track expansion of the Eastern Railway and that this was the only way to connect the villages of Gaisburg and Wangen, which are now incorporated into Stuttgart, and the villages of Hedelfingen, Berkheim and Deizisau. The state railway, however, assumed in the distant future that the Untertürkheim – Plochingen section would be expanded to four tracks. However, according to the government, the left bank of the Neckar Railway spares this extension at least for a long time.
In June 1907 the state parliament again debated the need for a left bank Neckarbahn, which should branch off from the Ostbahn at the Untertürkheim freight station. The old progress and cost plans could in some cases no longer be used due to the increased prices of land and materials and new industrial sites. In August 1907, the construction of a connecting line from the Untertürkheim freight station to Wangen and the new Gaisburg freight station to relieve the main freight station was established.
For the possible continuation of the line, the experts presented three drafts, one of which only planned the route to the existing Esslingen train station . This proposal convinced the management of the state railway. In 1909 she declared that the construction of this variant cost significantly less than the production of the four-track system. Nevertheless, on August 25, 1909, the government decided to expand the Eastern Railway to Plochingen and postponed the construction of the single-track branch line from Wangen to Esslingen.
Further developments
The Stuttgart suburban tram connected Wangen on November 10, 1910 and Hedelfingen on December 22, 1910 to their network, thus providing the residents with a transport connection. The line was to be extended from Hedelfingen via Brühl to Esslingen. But that never happened.
On November 23, 1923, the freight railway from Stuttgart-Untertürkheim Gbf to a sweeping station in Wangen and to the Stuttgart-Gaisburg freight station was opened. The freight railway received the freight stations Stuttgart Viehhof and Stuttgart Großmarkt (1957), as well as numerous siding for industrial companies and the gas works.
There has been no connection to the Untertürkheim freight yard since the mid-1980s. Only the Neckar bridge from the 1950s remained. The former Stuttgart Ost sweeping station is now a freight station on the Stuttgart Hafen – Stuttgart Ost railway line that went into operation in 1968 and can only be reached via the Stuttgart Hafen freight station .
In 1931 the Reichsbahn completed the four-track line expansion in the Stuttgart-Cannstatt-Eßlingen section. The four-track expansion between Esslingen and Plochingen was not fully completed until 1974.
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 .