Stuttgart Rack Railway

The cog railway was opened in Stuttgart on 23 August 1884, since then connects the district Heslach in the district south, so the city center in the valley, with the 1908 eingemeindeten municipality Degerloch. It is built meterspurig after the Riggenbach system and is used by the Stuttgarter Straße AG (SSB ) operated. In the vernacular, the railway tine is called, it is considered Stuttgart landmark.

In addition to the Zugspitze Railway, the Wendelsteinbahn and Drachenfelsbahn she is one of only four rack railways in Germany. The only serves not primarily tourist purposes, but the regular public transport (PT ). The Stuttgart cog railway is therefore integrated since May 1959, in the line numbering system of the SSB, first as line 30, since the introduction of traffic and Tariff Association Stuttgart ( VVS ), viewed in October 1978 as a line 10 Legally, it is today a tram in accordance the tram construction and operating order.

Since the 1980s, the original ladder rack of the type Riggenbach was the occasion gradually replaced by a machined Breitkopf profile of renewals of the superstructure. It corresponds to the type ' of Roll' ( Switzerland ), but still falls under the rubric of Riggenbach system. This rack profiles made ​​at the track yard of the SSB itself.

The cogwheel train to the Drachenfels, Rudesheim - Niederwald, Stuttgart - Degerloch Asmannshausen - Niederwald, Salzburg - Gaisberg, King Winter - Peter Berg and Jenbach - Achensee originated 1883-1889 all after the Riggenbach system. Vehicles and tracks came from the Maschinenfabrik Esslingen, respectively. Niklaus Riggenbach monitored mainly the construction personally. Although the locomotives of the Achensee Railway built the locomotive factory Floridsdorf, but according to the plans of Esslingen. The vehicles were all the same design or differed only minimally. Thus, the Achenseebahn are today an impression of how well the traits of Stuttgart cog railway originally looked like.

A special feature of the Stuttgart cog railway has a deep rack, as it originally was mainly direct road subgrade, similar to a tram. Thus, the rack is not higher than the upper edge of the rails. Other gear trains usually have as far as possible on high-lying rack. Here, the main gear is positioned so high that its lower edge is slightly above the level of normal rails. The advantage is that such a cog railway vehicles can drive even ordinary course without rack. This normal course without the costly installation of the rack can be used. Can also be dispensed with relatively low-pitched pre-or intermediate portions of the gear train on the rack. In addition, the vehicles could be transferred to adjacent routes which are traveled in friction operation, which is operationally very beneficial.

Route description

The route begins today on the Marienplatz in the district south. Immediately after the exit crosses the cog railway which Filderstraße and leads on a separate track uphill to the junction of the old wine crate with Liststraße. There, the route meets the old track alignment ( 1884-1936 ), now only operating route to and from the depot. This is in the former valley station, the so-called Filderstadt station housed. From the Liststraße the cog railway runs mostly along the Old wine walks, the historic main street up to the Filderebene.

At first 1.7 kilometers of track length from Marienplatz 207 vertical meters (266 meters to 473 meters above sea level) are overcome, the last 500 meters of the route falls then again at three meters in altitude from. The maximum slope on the track is 17.8 percent ( between stops Liststraße and Pfaffenweg ), on the operating distance to the depot 20.0 percent. Between Pfaffenweg, Wielandshöhe, where is located the eponymous star restaurant by Vincent Klink, and the Haigst one has a panoramic view over the city center in Stuttgart basin.

The range of cog railway is single track throughout, only at the stop Wielandshöhe is an alternative possibility, which is used in the left-hand traffic. Most platforms are considered uphill on the left. Exceptions include the station Marienplatz, Pfaffenweg and gear train station (where the platform is arranged respectively on the right ) and cross station Wielandshöhe ( where a central platform is located). As a special feature also standing at the bus stop Nägelestraße two separate directional flows platforms available, they are separated by a railroad crossing. The cog railway operates predominantly on a separate track body with flat bottom rails, only in the region of level crossings and property driveways grooved rails are used.

Operation

There is a rigid 15 -minute intervals for these two rounds are required. Only on Sundays and bank holidays, the train from the start of operation until 8:00 clock in 30 -minute intervals with only one car. The journey takes in both directions every ten minutes while the time is turning at Marienplatz and six in Degerloch four minutes. The railcar of the gear train are basically solo, multiple units are not possible because of the limited to approximately 20 meters in length platforms.

A special feature is the daily observation from 21:00 clock Schienenersatzverkehr with trains running at 20- minute intervals taxi line. This can not serve the stop Nägelestraße in both directions, but lasts in the direction Marienplatz in addition to the stop fief road the bus line 43 is reason for this taxi company, in addition to the lower traffic during the evening hours, the attributable noise nuisance to the residents of the gear train. The cab can be used for regular VVS - tariff and advance notice is not required. With a journey time of just seven minutes, the taxi is three minutes faster than the train.

Another characteristic feature of the Stuttgart cog railway is the carriage of bicycles on a short flat Vorstellwagen. The passengers loaded their bikes themselves The bicycle transport is only on the total distance from terminus to terminus and exclusively uphill allowed. Only in this way it is ensured that on the one hand go no delays caused by loading and unloading occur on the other hand, the driver can check the mountain side cab, if possibly a wheel is over while driving from the anchorage. The portability is also very popular with downhill riders. On nice days, afternoons often every ten parking spaces occupied. The bicycle transport is generally common in VVS, free of charge. Because the traverser is too short at the depot for a cog railway railcar with Vorstellwagen, the latter are parked at night at the Degerlocher terminus.

History

On August 23, 1884, the original 1.93 km long and steam-powered train from Stuttgart to Degerloch was opened as the first line of Filderbahn Society ( FBG). Legally, it was originally a railroad to the railroad construction and operating order. After Kirchheimer Railway Company (since 1864 ) and the Ermsthalbahn Society ( since 1873 ), the narrow-gauge railway to Degerloch was the third private railway Württemberg. In the Stuttgart Central Station in Castle Street, the cog railway was initially linked only by the local horse track. The cog railway was then still largely undeveloped through terrain.

1886 advised the FBG at Degerlocher observation tower the intermediate station chief Waldau one, today's stop Nägelestraße. 1888 Degerlocher station was in addition also the terminus of the meter gauge line to Möhringen friction and thus to the transfer station. This railway was in Möhringen again in the railway line to Hohenheim. The Degerlocher station, was designed for siding and a wooden storage building. In the vernacular, this was referred to as kennel because of their characteristic shape.

July 11, 1902, the cog railway and the friction routes Degerloch -Hohenheim and Möhringen -Vaihingen was electrified. The inclusion of the scheduled electrical equipment on the rack railway was delayed due to technical problems, however, by two years. With the beginning of the electrical operation of the steam plant was finally limited to the Sunday excursions. 1903 was followed by the laying of the turnout from Haigst to Wielandshöhe.

In 1920, the city occupies the Stuttgart Filderstadt Railroad Company and transferred the management of the Stuttgart trams AG. The following year, the steam operation was finally stopped. 1926 all passenger vehicles the gear and the Filderbahn will eventually repainted in the SSB - color scheme. However, to differentiate from the vehicles SSB own the Filderbahn car provisionally retain an "F " in front of their vehicle number.

1932 was the commissioning of the station Pfaffenweg. 1934 walk the paths of the former Filderbahn Society, hence the gear train, finally become the property of the Stuttgart trams AG. On 21 December 1936, the laying of the downhill final stop was Marienplatz (then place the SA), this, a house had to be demolished at the Filderstraße. This resulted in a better link with the tram.

In 1965 a new reinforced concrete bridge over the New wine crate as a replacement for the old steel girder bridge was built. In the vernacular, this was referred to as Turks bridge, as it was intended by the manufacturer, the Maschinenfabrik Esslingen, originally for the delivery in Turkey. 1971 has been redesigned a second time during the construction of the light rail Stuttgart Marienplatz, at that time there was the underground rail station. In this context, the SSB replaced the two-pronged Talbahnhof the gear train by a single-track, partly located on the adjoining bridge station. It was located above a later backfilled, water basins. In 1977, the cog railway route to an island in the network of SSB after as part of the reorganization of the Degerlocher gear train station accounted for the link to the adhesion railway. A year later, the scheduled operation was set with three- car trains.

With the 1978 made ​​delivery of Filderbahn - gondola car 3034 (built in 1897 ) to the SSB, which put him two more years on the tram network as ballast cars, the last only sparse carried out in the form of material transport freight ends on the cog railway. In 1980, the entire gear train route is renewed for the use of the commissioned new railcars of type ZT 4. 1983 may be taken in two specially constructed Loren first bicycles. 1984 left for the last time a traditional gear train formed from the previously pre- operative preserved railcars 104 and 120 Vorstellwagen during the celebrations for the 100th anniversary.

December 16, 1994, on the mountain side for better linkage with the Stuttgart Stadtbahn a 200 meter long track extension to Degerlocher Albplatz. On 6 December 2002, the newly built downslope terminus Marienplatz including subsequent bridge was opened on the completely redesigned Marienplatz. 2004, the track superstructure was replaced as well as parts of the rack re-laid.

Rolling stock

Steam locomotives

Between 1883 and 1885, Maschinenfabrik Esslingen supplied (ME), the first three gear steam locomotives with the name Stuttgart ( Musterlok, already for the construction of the track and to 1921 in use ), Degerloch (1914 for the purpose of scrapping sold) and Filderstadt (1902 sold for the purpose of scrapping ).

The first generation of locomotives was completed in 1898 by the acquisition of the steam locomotives Alb and view the type Petropolis by Maschinenfabrik Esslingen, both were scrapped in 1922. They were from a ME- subsidiary built in Saronno for Brazil in 1892, but there not decreased.

For due to the war again reinforced by guided steam operation in 1918 two additional steam locomotives were taken over by the Swiss used Brünigbahn. These scrapped it in 1922 again.

Vorstellwagen for persons

In some cog railways may only be carried on the mountain side for safety sidecar. Thus, an uncontrolled descent can be avoided with a clutch crack.

In 1884 the first four Vorstellwagen were delivered 15 to 18 (type 1 and 2). In the years 1893 or 1900, finally followed by four open summer car with numbers F1 to F4 (type 3; shut down and dismantled in 1922, assembled or stored as a spare). Between 1896 and 1900, then the Vorstellwagen A3 were delivered to A8 (type 4), four of which are among the SSB numbers 117-120 were in the 1980s, still in daily use until the introduction of railcars of type ZT 4. In return, the Vorstellwagen of types 1 and 2 came from then on the Filderbahn - Adhäsionsstrecken used. In 1906 they were finally sold to the then Badische local railways ( BLEAG ) belonging Härtsfeldbahn. There they were scrapped 1908-1958.

In 1927, the rebuilding of the Vorstellwagens 116 on an old chassis from 1896. 1937 built the sidecar SSB 120 for prototype closed mountain side brakeman's platform to which rebuild the other car followed in 1952.

1956 Filderbahn Sidecar number 153 was issued to reinforce the student traffic to the cog railway. Because of his unconventional and uncomfortable on the steep section interior detail with transverse and longitudinal bench seats and missing interior doors as well as the lack of braking gear the vehicle was, however, not particularly popular with passengers nor the crew. As a result, it was extremely rare and only to 1965 in use.

In 1961, the building previously tentatively mounted on a GT4 -arm pantographs for preheating the Vorstellwagen and de-icing of the contact line on the carriage 119 and 120

Due to the setting of the scheduled Dreiwagenzugbetriebs the supernumerary become Vorstellwagen 119 1978 was given to the then German Tram Museum (DSM ), today Hannoversches Tram Museum ( HSM) in Sehnde- Wehmingen delivered. Since March 2009 he is at the Härtsfeld Museum Railway ( HMB ) in Neresheim and is to be restored for use on the narrow gauge track as a passenger car.

Private collectors took over in 1982 Vorstellwagen 116 ( after stopovers in Aalen and Schönau, where the car should be used in various projects of a former Stuttgart Tram Museum Association, was, however, usually parked unprotected in the open air, passed for working up to the Härtsfeld Museum Railway 1997) and Vorstellwagen 120 ( returned to failure of the museum railway project in Aalen to Stuttgart 1984 ).

With Vorstellwagen 117 and onwards 1896, the oldest and longest used in regular service passenger vehicle of SSB in 1983 also removed from service and sold to a private collector who set it up in Leinfelden as a memorial. He was sold to the Härtsfeld Museum Railway, which uses it today as passenger cars on their Museum line 1992.

With The 2009 surrender of sidecar 119 are located outside the museum obtained in Stuttgart carriage 118 and 120 now all the remaining gear train Vorstellwagen of type 4 in the care of Härtsfeld Museum Railway in Neresheim. While sidecar 117 1 since 2001, comes under the case number HMB used a basic work-up is required for the carriage 116 and 119 due to their years of shut-down outdoors before.

Electric railcar

First generation

1902 was the delivery of the first four electric railcars. They came from the wagon factory Herbrand jr., However, proved, using a single downhill engine be too weak. The electrical plan operation could be started only in 1904 after the installation of a second, uphill motor. In 1912 followed a fifth railcar of this type. Railcar 109 is provided in 1954 as the last of this series out of service.

Second generation

In 1935, the delivery of the first new, three-axle railcar with numbers 101 ( in use until 1982 ) and 102 (as a result of some damages in 1974 scrapped ). With 103 motor coaches in 1937 was the first vehicle in the SSB delivered in all-steel construction, it is still available from a private collector. 1950 was finally the delivery of the last two railcars of the second generation, 104 (now museum car ) and 105 (1995 split ). The body of the recently retired railcar 102 in 1974 carried as an attraction at the Stuttgart carnival parade.

Railcar 103 was also adopted in 1982 by private collectors and is still in the Swabian peasants and technology museum in Seifertshofen available.

The original operational in the depot Marienplatz / Filderstraße stationed museum train of railcars 104 and Vorstellwagen 120, the railcar suffered an engine failure at the anniversary trips in 1984, has since remained behind represents and took place in 1995 along with fellow museum received Vorstellwagen 118 at the newly opened Tram Museum in Zuffenhausen (now Straßenbahnwelt Stuttgart) a new home. Policy initiatives for an operational reprocessing of the train since remained unsuccessful.

The Museum Society SMS acquired in 1983 the car body of the railcar 101 (1997 in Schönau scrapped ) and the railcar 105 (1995 divided in Schönau, a drive unit now on loan to the ownership of the club Stuttgart Historic trams ), the latter until the end of 1983 as operating reserve in the cog railway remained.

On 29 April 1983 he formed together with the carriage 118 the last schedule used gear train of vintage railcars and Vorstellwagen.

Third Generation

In 1982, the SSB with the railcar of type ZT 4 in the design of light rail railcar of type DT 8, the third generation of electric rack railway railcar one. In 1989, the previous swing doors have been replaced by the corresponding DT outswinging doors 8 with them. 1995 railcars in 1003 was baptized on the occasion of the 111 anniversary of the cog railway up to the name Helene.