Turgi–Koblenz–Waldshut railway line

The railway line Turgi -Koblenz - Waldshut was opened on 18 August 1859 by the Swiss Northeastern Railway (NOB ). It runs from Turgi in Switzerland via Koblenz to Waldshut in Germany. The railway line Turgi -Koblenz - Waldshut was the first railway connection between Germany and Switzerland. In Turgi is possible to upgrade to the railway Baden -Brugg ( Aarau ) and in Waldshut is following the High Rhine railway Deutsche Bahn.

From Koblenz train station are two other routes: the route opened on August 1, 1876 through Eglisau and Bülach to Winterthur, and opened on August 1, 1892 way to Stein - Säckingen.

• 5.1 Timetable today (from 2008)

History

The history begins two years before the opening of the Spanish - Brötli Railway in Switzerland. In 1845, a delegation traveled from Zurich to Baden to negotiating table in the concession of the railway line Basel- Waldshut. You should primarily affect one of the connection options in the direction of Zurich positive. At that time the river crossing was ( over the river Aare ) but still provided in the area Doettingen. Here, this link was intended as an access route to the then projects a Spliigen or Lukmanier web. In Zurich, however, the favored the Gotthard project. Nevertheless, a Lukmanier project was approved in 1847, so that an agreement " for the purpose of establishing an Lukmanier railway company " came about. Here the Koblenz bridge was actually just right. However, after 1861, the Gotthard project also received at the NOB more approval, while the Spliigen project landed in the filing cabinets.

The track was just right for the network concept of NOB, but they allowed the connection to the German rail network without further competition. Precisely because the route was designed so that trains without hairpin from Basel to Zurich could have run. Also gradient technically the way across the Aare Valley is ideal, yet it is a natural law puncture. The concluded in Karlsruhe on August 26, 1857 agreement had a validity period of 99 years (1956 retroactively in 1950 replaced by new contract ). In the treaty that established a maximum gradient of 12 per thousand and three pairs of trains daily. These three pairs of trains should have to trains of double main tracks where possible connection. The deadline for completion May 1, 1860 was set. This period could undercut and the route will be opened on 18 August 1859. The line was running lane, but you stayed in the planning and construction that a doppelspuriger expansion would be easily possible. For example, the dams, the culverts, tunnels and bridges were designed for two tracks, only one superstructure Reserve left it in single-lane design.

The line was electrified because of the coal shortage and rising coal prices during the Second World War. The electrical operation between Turgi and Koblenz was taken on 14 October 1944. The stretch between Koblenz and Waldshut, however, was electrified in 1999.

On 8 August 2011, two people were hard at grazing collision of a NPZ shuttle train and a locomotive in Doettingen station and 20 others slightly injured. The locomotive Re 6/6 11666 was considerably damaged, not derailed, in contrast to the NPZ control car though. The driver of the regional train had run over a Gruppenausfahrsignal in your journey out of the station, which was secured only with Integra - Signum. The Doettingen station was equipped after the accident with the command ZUB.

Special features of the route Koblenz- Waldshut

The property boundary between the Swiss Northeastern Railway (now SBB Infra ) and the Grand Ducal Baden State Railway (now DB networks) is in the middle of the Rhine bridge Waldshut -Koblenz, where the state border runs. Part of the bridge structure as also one half of the two companies involved. The northern part of the bridge and the northern abutment are owned and the responsibility of the German society, while the southern part and the southern abutment are owned by the Swiss company. This ownership represent a special feature, because usually are the property boundaries between railway companies in or immediately prior to a train station or a service station, but not in the middle of a stretch.

Route

Immediately after Turgi station turns the track into a tight corner in a northerly direction and cross the stone bridge of a triple-arched the Limmat. Then follow a dam and an incision. There is a five-kilometer long, straight section, which is rather unusual for Switzerland between the stations Siggenthal Würenlingen and Doettingen. The station distance of 6.6 km is relatively long. There are two sidings for the Zwilag ( intermediate Würenlingen ) and for the nuclear power plant Beznau to this section. The station was Doettingen 1897-2002 the double name Doettingen - Klingnau, which in 2002 by opening the stop Klingnau was unnecessary.

Between Döttigen and Klingau the route follows the natural terrain course. The entrance curve to Koblenz is very narrow and only allowed a speed of 40 km / h The part of the track Turgi -Koblenz is approved for an axle load of 22.5 tons, a weight per meter of 8 tons meters and thus for the track class D4. After leaving the station Koblenz the route passes through a deep cut in the 350 -meter high Frittel Hill and increases with 12 parts per thousand (1.2% ) to up to 181 meters long arched tunnel Koblenz. The immediately following southern causeway crosses on a viaduct in the middle of the village center until the railroad line to Eglisau -Winterthur and about 150 meters further on the main road. Then crossed the line on one of the oldest surviving railway bridges in Europe, the 190 meter long bridge across the Rhine in Koblenz, the Rhine. Then will follow the northern embankment and Waldshut railway station. On the route part of Koblenz- Waldshut the axle load is limited with regard to the Rhine bridge at 18 tons and the linear load to 5 ton meters, which corresponds to the distance class B1.

Engineering structures

The course has three major engineering structures:

• The 78 -meter-long bridge has a stone bridge Limmat three arches.
• The 181 -meter-long tunnel Koblenz, which was broken two tracks.
• The 190 meter long bridge over the Rhine, which has, on the Swiss side of a 60 meter long brick Vorwerk, while the Rhine is crossed with a 130- meter-long steel truss that rests on two intermediate piers. The main part of the bridge dates back to the inaugural year in 1859 and was only reinforced.

Stations and stops

The three intermediate stations Siggenthal, Doettingen and Koblenz were identical station building, which in turn are identical to the created in the same year the station building of Rupperswil ( route Brugg -Aarau ).

The Turgi station until his conversion 1994-97 a wedge Station.

The station Siggenthal Würenlingen has, thanks to the built in 1912 Siggenthal cement plant, which today belongs to Holcim, a very large volume of freight traffic. The station was built outside the actual settlement and carries since 1904 the double name. The resulting as a result of the station district Siggenthal station (with its own zip code ) is partly in the municipality of Würenlingen and partly on that of Untersiggenthal. The station building was rebuilt in 1909.

The station was Doettingen 1897-2002 the double name Doettingen - Klingnau. On the occasion of his conversion after RV05 he lost his ramp track, the track number 1

The stop Klingnau was officially inaugurated on 14 December 2002. The commissioning took place on 15 December 2002. For them, a 220 meter long platform was built on the ground level of the second track. The construction period was 10 weeks and corresponds to the initial program " facelift region Alba Stables". Of the total costs of around 1 million Swiss francs, 40% each from the canton and the municipality Klingnau be worn, the remaining 20% ​​of the SBB. The community share, was approved in the vote in November 2001 with 62 % of the votes, the referendum in March 2002, even with 64 % of the votes.

The Koblenz Train Station was built in a convenient location, just south of the village itself, and since the opening of routes to Eglisau -Winterthur and Stein-Säckingen -Basel a junction station. Here NOB also built a small locomotive depot. Due to the unfavorable for the residents of Koblenz Koblenz location of the station was the station Koblenz set on the road to Zurzach - 1997 Eglisau village. This station is located in close proximity to the Rhine bridge this distance. On the route Laufenburg -Koblenz, passenger services were transferred to the road.

The Waldshut railway station was a border station of the route at the same time customs station and has been extended several times because of this. The people customs inspection through the Swiss border personnel to 2008 was carried out in Waldshut. With the introduction of the Schengen Agreement, these people control has ceased to exist, declarable goods are but how far to declare here. The Waldshut railway station also possessed a long time a railway depot.

Traffic

The transit freight traffic over the Rhine bridge was discontinued in 1991. The local freight traffic over the Rhine bridge was set in 2001.

Timetable today (from 2008)

The route Baden- Koblenz- Waldshut carries the course book number 701

On the route continuously applies the half hour, the trains run every hour according to the same destination. There is an hourly train pair ever Baden- Baden and Zurzach - Waldshut (both as S27), and a pair of trains Waldshut- Bülach -Winterthur (S41 ), which makes a hairpin in Koblenz. All pairs of trains crossing at the same time in Koblenz, so that there is always a slim connector for the connecting flight.

In addition, travel on this route several freight trains especially the cement plant in Siggenthal use ( two trains supply, three trains dissipation ). Also runs the second freight train from RBL after Rekingen over this distance. From Siggenthal Würenlingen station and the other stations and sidings be served.