Stuttgart suburban traffic

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The electric multiple units of the ET 65 series were specially developed for suburban traffic in Stuttgart. The train ET 65 006 / ES 65 006 has been preserved as a museum, here in 2006 at Eutingen station in the Gäu

The electrically operated suburban traffic in Stuttgart was a local traffic system in the Stuttgart region that existed from 1933 and was replaced by the Stuttgart S-Bahn between 1978 and 1985 . Features were a regular schedule , the predominant use of railcars and a dedicated infrastructure in the core area, on which the suburban traffic "had almost S-Bahn quality since the 1930s ". Only a separate transport tariff did not exist. Stuttgart was the first major German city to have AC multiple units operated under the usual power system of 15 kV / 16.7 Hz according to a rigid timetable.

history

prehistory

With the construction of the second tube of the Prague tunnel, here on the right in the picture, the expansion measures for the Stuttgart suburban traffic began in 1908
February 1914, the new four-track Rosenstein Bridge shortly before its completion
The Esslingen-Mettingen stop was expanded for suburban traffic until 1922, when Paul Bonatz gave it a new station building

In the course of advancing industrialization , a heavy commuter traffic between Stuttgart and its suburbs developed even before the First World War . Many people from the surrounding area went to work in the state capital , but did not want to do without their ancestral houses and land, so that long distances were often taken every day. The Royal Württemberg State Railways met their regular passengers with inexpensive weekly and monthly tickets . But the three double-track lines running towards Stuttgart, namely the Ostbahn , the Nordbahn and the Gäubahn , could not cope with the increasing local traffic in the long run, just as the old Stuttgart central station with its only eight platform tracks .

In order to improve the situation, the Württemberg Landtag passed the law on August 13, 1907 , concerning the reconstruction of the Stuttgart main station and further new and extended railways between Ludwigsburg and Plochingen . It essentially provided for the doubling of the track capacity in the main train station and the construction of parallel double-track routes for local traffic, the so-called suburban tracks . The existing lines were later called long-distance tracks to differentiate them .

Construction work began in October 1908 with the second tube for the Prague tunnel , while the construction of the new main station was not started until 1914. Due to the war, the entire suburb project was finally delayed, among other things because the central station as a central component of the project was provisionally opened in 1922 but could not be completed until 1928. In addition, the existing stations in Stuttgart-Bad Cannstatt , Stuttgart-Untertürkheim , Stuttgart-Obertürkheim , Esslingen-Mettingen , Esslingen (Neckar) , Stuttgart North , Feuerbach , Zuffenhausen , Kornwestheim Pbf and Ludwigsburg had to be expanded accordingly, and the new building was particularly complex of the Rosenstein tunnel and Rosenstein bridge as well as the construction of overpass structures to avoid route conflicts with the long-distance railway.

The construction of the suburban tracks was therefore slow, and the expansion of the Esslingen (Neckar) –Plochingen section was postponed until further notice. Ultimately, the new infrastructure only went into operation as follows:

May 26, 1925: Stuttgart Hbf – Stuttgart-Bad Cannstatt 13.21 kilometers Today's route number 4701
October 14, 1931: Stuttgart-Bad Cannstatt-Esslingen (Neckar)
November 16, 1925: Stuttgart Hbf – Feuerbach 13.93 kilometers today's route number 4801
May 1926: Feuerbach – Zuffenhausen – Post 12
1929: Item 12 – Kornwestheim Pbf – Ludwigsburg

In the course of the electrification of long-distance railways from Munich to Stuttgart, which began in the 1920s , the Deutsche Reichsbahn , which is now responsible, finally used the opportunity to convert the Stuttgart suburban traffic to electrical operation , with the result that it was supplied with traction power from the Walchensee power plant in Upper Bavaria for a while has been. To this end, the state of Württemberg and the state railroad signed corresponding contracts in 1927 and 1930, which regulated the execution and financing of the electrification that was started in 1932. It was hoped that this would accelerate and expand the capacity of suburban traffic. Because of the better acceleration and utilization of the train length, this should be carried out with electric railcars, a locomotive hauled suburban traffic was never seriously considered in Stuttgart. The state of Württemberg advanced part of the investment costs totaling 52 million Reichsmarks in the form of a loan, also to alleviate the then high unemployment .

Start of electrical operation in 1933

Separate course book table 314 for suburban traffic from 1939, on the right-hand edge the explicit reference to regular traffic. The Ludwigsburg branch was then listed in table 314a.
The small counter hall in Stuttgart main station, which was previously used exclusively by suburban traffic

The scheduled electrical suburban traffic began on May 15, 1933. The main line Esslingen (Neckar) –Stuttgart Hbf – Ludwigsburg was served - as one of the first German railway lines ever - at a fixed 20-minute cycle, with the trains three minutes stopped to change direction in Stuttgart main station . On the Esslingen branch the trains needed 18 minutes in both directions, on the Ludwigsburg branch it was 18 minutes inwards and 19 minutes out of town. The passenger trains (P) carried the second and third carriage classes and also offered luggage transport .

As early as 1933, the Deutsche Reichsbahn tied part of the journeys to and from Plochingen and occasionally even from and to Geislingen (Steige) , whereby these had to merge into the rest of the train traffic east of Esslingen (Neckar) and therefore did not run in time. The Stuttgart-Untertürkheim-Kornwestheim freight bypass line was also used by electric suburban trains from the start , although even then only a few trains ran on it during rush hour .

In Stuttgart main station, the suburban traffic was handled according to plan on tracks 1 to 6. Operationally, it was possible to use tracks 1 to 4 from and to Bad Cannstatt and tracks 4 to 7 from and to Feuerbach. The so-called small counter hall was exclusively available for handling suburban traffic , which is why it was also called the suburban counter hall .

The suburban traffic in Stuttgart in 1933 differed from that of other large cities in that there was less frequent traffic to and from the main train station. This was due to the Stuttgart basin and the limited absorption capacity of the city center. The flourishing industry was thus forced to settle on the roads leading to the outside. The companies with the most employees settled in the Neckar Valley as far as Esslingen and in the direction of Ludwigsburg as far as Kornwestheim. The result was a lively arrival and departure of passengers at almost all stops of the suburban traffic during rush hour and almost the same number of trains on the entire Esslingen (Neckar) –Ludwigsburg route. The distance between stations varied between 1.73 and 3.97 kilometers, the average distance was 2.7 kilometers and the maximum speed of the multiple units was 75 km / h. In the Esslingen area in particular, urbanization progressed rapidly through the inclusion of electrical suburban traffic in addition to the expansion of industrial facilities .

Further development under the Deutsche Reichsbahn

After 1933, the Deutsche Reichsbahn gradually expanded its electric suburban traffic, although the regular timetable and the connections in the Stuttgart main train station were always limited to the main Esslingen (Neckar) –Ludwigsburg route:

In 1939, however, there were not enough railcars available for operation on the Black Forest Railway. In the direction of Weil der Stadt, trains initially made up of two-axle passenger cars continued to run, which were converted from an electric to a steam locomotive for the onward journey to Calw . The actual operation with electric suburban railcars to Weil der Stadt only began on October 6, 1940.

Also in 1940 the Deutsche Reichsbahn temporarily opened a third track between Ludwigsburg and Bietigheim , but could no longer electrify it. The expansion towards Plochingen was postponed again. Furthermore, the clock frequency on the main line had to be temporarily stretched from 20 to 30 minutes during the Second World War .

After the Second World War

Waiblingen, the former butt track of the electric suburban traffic that temporarily ended here from 1949

After the war-related interruption, electrical suburban traffic was resumed at the end of June 1945 between Stuttgart and Ludwigsburg and between Bad Cannstatt and Esslingen. It was not yet possible to tie through it because the Rosenstein Bridge was destroyed. After the track system had been repaired, further electrification measures could be considered again from around 1948.

So finally the Deutsche Bundesbahn continued the expansion of the suburban traffic, with the overhead line on October 2, 1949 Waiblingen , November 10, 1950 Bietigheim, October 6, 1951 Mühlacker , May 23, 1954 Bruchsal , June 1, 1959 Heilbronn , reached Schorndorf on May 27, 1962 , Boeblingen on May 26, 1963 and Backnang on September 26, 1965 . This meant that all main routes around Stuttgart were under contact wire and local transport was now served exclusively by electric trains. This was followed by further electrification in the region, including Schorndorf– Aalen on September 26, 1971 and Böblingen– Horb am Neckar on September 29, 1974. In addition, on September 27, 1970 - with a delay of decades - the third and fourth track between Esslingen and Plochingen to be opened.

On October 1, 1978, the S-Bahn, initially only on the routes to Plochingen, Ludwigsburg and Weil der Stadt, and the Stuttgart transport and tariff association began regular operations. This largely ended the old-style suburban traffic in Stuttgart, although local trains (N) with multiple units ran on individual routes until 1985 .

Vehicle use

A class 427 train entering Stuttgart Central Station, 1974
A class 425 train in Mühlacker, 1984. Outdoor advertising was typical of suburban traffic in Stuttgart
A class 455 train in Osterburken , 1984

The Royal Wuerttemberg State Railways procured specially developed vehicles for suburban traffic in Stuttgart, which at that time was still steam-powered. These two-axle through cars , built from 1919 onwards, with additional middle entry doors and passenger flow control, were put together in close -coupled pairs in order to shorten the train length. Their door arrangement and the relatively large capacity had the advantage of rapid train dispatch , which is why they later served as a constructive model for the electric railcars.

For the commencement of electrical suburban traffic in 1933, the Esslingen machine works on behalf of the Reichsbahndirektion Stuttgart finally developed the multiple units and control cars of the ET 65 / ES 65 series , which were usually supplemented by intermediate cars in the form of the already existing suburban cars of the Württemberg design. After the Second World War, however, the existing multiple units were no longer sufficient to serve the newly added routes. That is why the Deutsche Bundesbahn also housed younger railcars of the ET 25 , ET 55 and ET 56 series in the Stuttgart area and also put the new ET 27 series into service in 1964 . The use of the original railcars from 1933 was mainly concentrated by the Deutsche Bundesbahn on the Bietigheim – Stuttgart – Plochingen (–Tübingen) line; they were mainly withdrawn from the Black Forest Railway.

Despite the reinforcement by further series, railcars remained the exception on the routes to Aalen and Horb, and none at all operated to Backnang. There were mainly push-pull trains made up of n-cars and class 141 electric locomotives . The ET 65 / ES 65 series from 1933 last ran on September 30, 1978, after some of its services had previously been provided by series 420 S-Bahn railcars in advance from 1977 . Some of the younger railcars ran until 1985.

Individual evidence

  1. ↑ a b Jürgen Wedler, Karl-Heinz Böttcher: The tunnel. Connection train of the Stuttgart S-Bahn. Documentation of their creation. Published by the BD Stuttgart. Kohlhammer, Stuttgart 1985, ISBN 3-925565-01-9 , p. 8
  2. ↑ a b c Claus-Jürgen Jacobson: In the morning in the city, in the evening out of the city . In: Strassenbahn Magazin Special 1/2002: Local transport in Stuttgart , GeraNova Zeitschriftenverlag München GmbH, Munich, 2002, pp. 38–43
  3. ↑ a b c Bernd Beck: The suburban commuter - the electric multiple units of the ET 65 series . In: MIBA , Volume 55, February 2003, pp. 14–15.
  4. ↑ Further laws of the Kingdom of Württemberg in 1907 on verfassungen.de, accessed on April 29, 2020
  5. ↑ a b c General Directorate of the Royal Württemberg State Railways in Stuttgart on bahnstatistik.de, accessed on April 29, 2020
  6. ↑ 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 .
  7. ↑ a b Electrification in December 1939 on wsb-calw.de, accessed on April 29, 2020
  8. ↑ Timeline - The 420 series and the Stuttgart S-Bahn on et420-online.de, accessed on April 29, 2020
  9. ↑ 80 years of electric train operation in Filstal on voralbbahn.de, accessed on April 29, 2020
  10. ^ Course book 1939
  11. ↑ Stuttgarter Güterumgehungsbahn, or: DB electric multiple units on dt8.de, accessed on April 29, 2020
  12. ↑ a b Falk Jaeger: Side wing without impact protection. In: Der Tagesspiegel . November 29, 2009, accessed September 20, 2010 .
  13. ^ Reichsbahnoberrat Rempis: The completion of the signal box on the new Stuttgart main station . In: Organ for the Progress of the Railway System . tape 13 , new episode 65, 1928.
  14. ^ Matthias Roser: The Stuttgart main station - a forgotten masterpiece of architecture. 1st edition. Silberburg-Verlag Stuttgart 1987, ISBN 3-925344-13-6 , p. 43.
  15. ↑ a b The multiple units for the Stuttgart local traffic of the Deutsche Reichsbahn . From Reichsbahnoberrat Dipl.-Ing. Tetzlaff, Berlin and Reichsbahnoberrat Bretschneider, Stuttgart. In: Electric Railways, Central Sheet for the Electric Train Operation , edition from 1933, p. 165 ff.
  16. ^ Claudius Kienzle: Mentality shaping in social change: Evangelical pastors in a growth region of Württemberg in the early Federal Republic , Kohlhammer Verlag, 2012, p. 160
  17. ↑ 120 years of Württembergische Schwarzwaldbahn Calw – Weil der Stadt , published by the Association for the Preservation of the Württembergische Schwarzwaldbahn e. V., online at wsb-calw.de, accessed on May 1, 2020
  18. ^ Course book 1944
  19. ↑ ET Directorate Stuttgart on bundesbahnzeit.de, accessed on April 29, 2020