[route Add-on Tsw2] Filstalbahn (stuttgart - Ulm)

Discussion in 'Suggestions' started by Janatp, Sep 13, 2020.

  1. Janatp

    Janatp Member

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    Hello There,

    another Suggest from another great Mainline in Germany, the Filstalbahn also very popular as "Geislinger Steige" for MSTS OG`s but for now as Stuttgart - Ulm Mainline.

    (With another Map from Ulm to Augsburg DTG could merge them together like the old Pro Train 3 Add-on "Geislinger Steige" where u can drive from Stuttgart to Munich)

    DLC:
    - the Route would be around 94km long, i know its much DTG but it would be awesome, i would not mind it when you put the Price a bit higher to compensate the Work.
    - i would love to see the "old" Stuttgart Hbf in the Game around the 2000s with the "Nordflügel" on the Mainbuilding so the Station is not a construction site as in the Picture below.

    [​IMG]

    - Same goes for Ulm Hbf ^^.
    - as well i like to see that the whole Depot/Yard at Rosensteinpark is in the DLC as well so u can do shunting missions to the depot and back.
    - For the Scenario tool it would be awesome when we get more Starting Positions in all the Yards/Depots to create better scenarios.

    After all, there drive a lot of fantastic Trains so i try to write some down that i prefer to see in the Main DLC:

    DB BR 420 for S-Bahn Services
    [​IMG]
    DB Bnrdzf 470 (Karlsruher Kopf)
    [​IMG]

    n-Wagen can be moved by every Locomotive but for this Map i would like to see the DB BR 111 for that Services
    [​IMG]

    When you have the other DLC`s you guys from DTG add maybe something similar like HRR has with the "Doppelstock"-Services that you have at this map some more traffic with Talent 2, ICE3, IC, Doppelstockwagen + "Locomotive", etc...

    And when You want that Route (without S21) too, then pls leave a like+comment, Thanks.

    (sorry for bad english as in every Post)
     
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  2. TSW 2

    TSW 2 New Member

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    hallo warum wartest du nicht bis der durchgangsbahnhof fertig ist dass wäre cooler
     
  3. Janatp

    Janatp Member

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    1. der Bahnhof ist laut plan erst in 5 Jahren fertig
    2. Der Kpf ist aus meiner Sicht defintiv schöner und bietet deutlich mehr "Bahninhalt" als diese schiefe Haltestelle
     
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  4. Ps4Player

    Ps4Player Well-Known Member

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  5. F-Block

    F-Block Member

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    Ich glaub die bei DTG & TSW wären mit dem Durgangsbahnhof überfordert so verplant wie der ist...
     
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  6. TSWx

    TSWx Active Member

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    Hallo Guten Tag wie wärs in Englisch? according to forum rules.
     
  7. strass.michael

    strass.michael New Member

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    I would definitely play this route. We need older German trains for tsw
     
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  8. Rail Runner

    Rail Runner Well-Known Member

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    Any freight with the route? Looks very interesting indeed
     
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  9. Ps4Player

    Ps4Player Well-Known Member

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  10. TSW 2

    TSW 2 New Member

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    ja ist gut aber nimm lieber modernere züge
     
  11. Rail Runner

    Rail Runner Well-Known Member

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    I think a mix of modern and old would be nice. Because the Class 111s are used elsewhere and still run I believe, and you could also add some of the Class 185s and Class 182s for freight. So there would be the mix of old and new.
    The older SBahn trains look nice and I have seen the Class 422s run on the SBahn in Stuttgart so maybe it’s possible to include those from RRO?
     
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  12. matinakbary

    matinakbary Well-Known Member

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    I'd love to see that route!
     
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  13. johnjohn190690

    johnjohn190690 Active Member

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    If Marseille to Avignon is 105km then can't see why this route would be any different. Also another thread about Augsburg to Ulm extension, to be able to drive from Stuttgart HBF to München HBF is a dream stretch out those legs of an ICE service or shall I say wheels. I don't recall Stuttgart being in TS classic so another important city hub in Germany would be welcomed for me and to see these German routes getting love in these threads is nice. I've read so many on German content and also a few saying too much German content there would never be enough German content more the better.
     
  14. Renfe cercanias

    Renfe cercanias Active Member

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    [QUOTE = "strass.michael, publicación: 179399, miembro: 20278"] Definitivamente jugaría esta ruta. Necesitamos trenes alemanes más antiguos para tsw [/ QUOTE]

    NO . we need other countries ....no more germany .....
     
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  15. johnjohn190690

    johnjohn190690 Active Member

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    Keep saying no more Germany won't help anybody start your own thread on which countries you would like to see and give in depth detail as to why instead of coming onto these threads about German routes and content saying no more Germany is not good.
     
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  16. SHELBY230586

    SHELBY230586 Active Member

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    [​IMG]
    The Geislinger Steige is an old trade route to the Swabian Alb. It connects Geislingen an der Steige at its foot in a south-southeast direction through the valley of the Eyb tributary Rohrach with Amstetten and is one of the most famous Albaufstetten.

    Today the name refers to two different traffic routes:

    The trunk road between Geislingen an der Steige and Amstetten, which has existed since Roman times, was expanded between 1823 and 1824 and is now a section of federal highway 10, and is the actual Steige road.
    The steep section of the railway ramp in the course of the Filstalbahn, part of the main line between Munich and Stuttgart. In some sources it was called the steepest main railway in Europe.
    [​IMG]

    Railway ramp
    The railway ramp running on the eastern slope of the valley is 5.6 kilometers long and overcomes a height difference of 112 meters. The curve radii go down to 278 meters. The route section is thus laid out according to the standards for mountain railways. Between Geislingen and Amstetten, the route climbs by up to 22.5 ‰. It is considered to be the first railway crossing a mountain in continental Europe.

    Planning and construction
    With the law on the construction of railways on April 18, 1843, the construction of the first railway line in Württemberg from Heilbronn - at that time the end point of Neckar shipping - to Friedrichshafen on Lake Constance was decided. The biggest obstacle to the construction was the unfavorable topography, because the Swabian Alb had to be crossed between Geislingen and Ulm. After various alternatives had been checked and discarded, the decision was ultimately made in favor of a short and steep ramp near Geislingen, the Geislinger Steige.

    Senior engineer Michael Knoll and senior building officer Karl von Etzel, who later became famous for the Brenner Railway in Tyrol, were entrusted with the construction of the railway ramp. Construction began in 1847, involving around 3,000 workers. The line was finally opened in 1850. The company WMF (Württembergische Metallwarenfabrik) in Geislingen an der Steige is closely connected to the construction of the Steige.

    As part of the planning, it was initially planned to run the route between Göppingen and Geislingen near Weigoldsberg in the upper Filstal (via Bad Überkingen) with less gradients; however, these plans were discarded in favor of the steeper solution with the Geislinger Steige. Plans to carry out the Alb descent towards Ulm with the same incline (via Bollingen, Mähringen and the Lehrer Tal) were also rejected after preliminary work had shown that the descent via the Örlinger Tal (with inclines of 1:70) was more expensive, but operationally cheaper .

    business

    Push-pull locomotives in front of the Geislingen train station
    The operation was a challenge for the Royal Württemberg State Railways (K.W.St.E.) and later for the Deutsche Reichsbahn and the Deutsche Bundesbahn. In the age of steam locomotives, almost every train had to be pushed; therefore the train stations in Geislingen an der Steige and in Amstetten are quite large. There was a local railway depot in Geislingen an der Steige for the maintenance and repair of the waiting push locomotives.

    In the time of the steam locomotives, the Württemberg T 3 (later class 89.3–4) was used for pushing service from 1891. Around 1905, it was even often necessary to push two machines. The locomotives were replaced by the heavy Württemberg T 4 (later the 92.1 series) from 1906/1907 to 1921. From 1917 onwards, the only German six-coupler, the Württembergische K (later the 59 series), was used.

    The Deutsche Reichsbahn electrified the line in 1933; that was completed on May 30, 1933. The electric locomotives that were now used were much more powerful than the old steam locomotives, which is why it was possible to save a number of pushing trips. Locomotives of the class E 93 (later 193) and class E 94 (194) were used for the locomotives that were still needed.

    From February to April 1945 Allied fighter-bombers shot at the range several times. There was only minor damage to property.

    From the 1960s onwards, the Deutsche Bundesbahn mostly hauled the trains with standard locomotives, later also with the DB class 103. On May 28, 1967, the first Trans-Europ-Express (TEE) drove over the Geislinger Steige, this was train pair 10 / 11 Rembrandt from Munich to Amsterdam.

    In February 1975, the two-sided track switching operation between Geislingen (Steige) and Amstetten went into operation, in March 1986 between Geislingen West and Geislingen (Steige). In 1987 the series 140 (briefly) and 150 replaced the 194 series as push-pull locomotives. The 150 series has now also been taken out of service. Replenishment has become largely unnecessary for passenger trains because of the ICE and stronger locomotives that have been in service since 1991 (e.g. series 101, series 120). On October 15, 1999 an ICE 3 drove over the Steige to Munich for the first time. There is still an IRE every two hours, which runs four times a day during the week as a sprinter with two class 218 diesel locomotives, otherwise with class 146.2, from Lindau to Stuttgart and back. Thanks to the sandwich covering, passing the Geislinger Steige barely stops you. Heavy freight trains, on the other hand, are being pushed as before; two locomotives of the 151 series are available for DB Cargo trains in Geislingen. Since more and more private railway companies have been carrying goods in Germany, private pushing locomotives can also be found on the Geislinger Steige (e.g. Class 66 of the HGK).

    Around 1991 up to 40 freight trains were on the Geislinge every day

    The Geislingen (Steige) train station is located at 61.3 km of the Filstalbahn below the Geislinger Steige in Geislingen an der Steige. Until May 2000 there was a connection to Geislingen-Altenstadt for goods traffic. It was the last section of the original railway line to Wiesensteig. The station is served by intercity and regional trains.
    [​IMG]
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    [​IMG]
    The sliding locomotives 193 002 and 194 073 wait in front of the signal box for their next missions.
     
    Last edited: Aug 24, 2021
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  17. driverwoods#1787

    driverwoods#1787 Well-Known Member

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    Time to introduce DB BR218 which is the locomotive used for InterCity Stuttgart Lindau Service. Furthermore my suggestion Appenweier-Strasbourg Railway gives DB BR407 & TGV Euroduplex to this route.
     
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  18. SHELBY230586

    SHELBY230586 Active Member

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    Stuttgart Hauptbahnhof
    [​IMG]
    Stuttgart Central Station is the most important train station in the Baden-Württemberg state capital Stuttgart and, with 1280 train stops every day and a total of 255,000 visitors per day, is one of the most frequented long-distance train stations of Deutsche Bahn. The terminal station with 16 platform tracks is one of the 21 stations in the highest price class 1 from DB Station & Service.

    In addition to its importance for long-distance and regional passenger transport in Baden-Württemberg, it is the main junction of the Stuttgart S-Bahn and, together with the Charlottenplatz stop, the most important junction of the light rail. Because of the characteristic clock tower with the Mercedes star, the main station has a high recognition value and is one of the landmarks of Stuttgart.

    As part of the Stuttgart 21 project, the terminal station is being replaced by a covered through station in a low location with underground access routes. In addition to the station building with the clock tower, a new station hall is being built; the previous railway facilities are to be dismantled once they have been deedicated.
    [​IMG]
    Until 1922, the Stuttgart main station was located on Schloßstraße, which is now called Bolzstraße in the relevant section, near Schloßplatz. There, building supervisor Karl Etzel was the first to build a four-track terminal station for the opening of the Württemberg Central Railway, which ran in two branches to Ludwigsburg and Esslingen.

    The station was not noticeable in the development of what was then Schloßstraße. A wooden hall spanned four tracks. The first train arrived from Cannstatt on September 26, 1846. The first phase of railway construction in the Kingdom of Württemberg with routes to Heilbronn, Bretten, Ulm and Friedrichshafen was completed by 1854 (see also: History of the Railway in Württemberg).

    Because of the increasing volume of traffic, this first station was replaced by a new building at the same location between 1863 and 1868. The senior building supervisors Klein, Georg Morlok, Carl Julius Abel and the later town planner Adolf Wolff created this as an eight-track station with a magnificent facade and arches in the Renaissance style. Parts of the former station facade are now integrated into an event and cinema complex (Metropol).

    In 1897 at the latest, the previous Central Station was given the name Stuttgart Hauptbahnhof.

    On October 28, 1908, the express train D 38 from Berlin to Zurich arrived at the station late, at excessive speed and with black ice. The locomotive ran over the buffer stop and only came to a stop in the rail post office. An employee was injured there, the others were able to get to safety in good time. Since only the locomotive, not the wagons, derailed, the train was able to continue its journey. When the pushing locomotive required for the gradients of the Stuttgart – Horb railway wanted to sit behind the train in Stuttgart West station, it did so with too much momentum: the last car derailed. Reduced by this last car, the train continued its journey to Zurich.
    [​IMG]
    [​IMG]
    Today's main train station was built from 1914 to 1928 at today's Arnulf-Klett-Platz, 500 meters east of the previous building.

    In 1910, the Royal Württemberg State Railways announced an architectural competition as the building contractor, in which 70 offices took part. The office of Paul Bonatz (1877–1956) and Friedrich Eugen Scholer (1874–1949) won first prize with his design “umbilicus sueviae” (Swabia's navel). After numerous changes, for example moving the tower from the main facade to the palace garden wing, construction began on Cannstatter Straße in 1914. There were also changes to the plan during the construction phase. Because of the track to the old station, the construction had to be done in two parts. On the night of October 22nd to 23rd, 1922, the first component with tracks 9 to 16 was put into operation and then the tracks to the old station were demolished.

    As the further construction of the new station was delayed for financial reasons, the city of Stuttgart granted the Deutsche Reichsbahn a loan of two million Reichsmarks in 1925 (equal to 7.8 million euros adjusted for inflation) and another loan of 5 million Reichsmarks in 1927 (equal to 18 , 6 million euros). The second component was completed in 1928, on May 15, 1933 the electrification of the 16 tracks was completed.

    During the air raids on Stuttgart during World War II, the main train station was severely damaged several times, even if a mock system near Lauffen am Neckar was able to attract many attacks from 1940 to 1942. The reconstruction took several years. Since August 20, 1987, Stuttgart Central Station has been registered in the monument register as a cultural monument of special importance (according to § 12 DSchG).

    On June 15, 1993 at 9:07 am, the Interregio 2193 from Karlsruhe to Salzburg crossed the buffer stop on track 14 and came to a stop on the cross-platform two to three meters in front of a drugstore. 21 passengers and the driver were injured, damage of 350,000 DM resulted. The train continued its journey with a delay of 20 minutes and without the first three cars. Human error was assumed to be the cause of the accident.

    The reception building is to be converted from the beginning of 2020. Remaining shops and service facilities were closed in mid-August 2019 in preparation for this.


    Main hall of the main station after the evacuation in the course of work in connection with Stuttgart 21 (June 2020).
    In the operating point directory, the Hauptbahnhof station is listed as TS and is one of the 21 stations in the highest price class of DB Station & Service.

    [​IMG]
    The 56 meter high station tower is a landmark of the city of Stuttgart and forms the end of Königstrasse. It is founded on 288–290 piles between 10 and 11 meters in length. It is controversial whether the piles are made of reinforced concrete or oak, but Deutsche Bahn refuses to drill test holes because, according to the report, the station tower is on reinforced concrete piles and the question is not of decisive importance for the construction of Stuttgart 21. When it was completed in 1916, the tower only had a restaurant on the top floor and a waiting room intended for King Wilhelm II. In 1926, the café run by Eugen Bürkle (with a meeting room, tea room, wine room, dining room and roof restaurant) was advertised with the slogan “Most beautiful train station restoration rooms in Germany”. After the tower was little damaged in the Second World War, a rotating Mercedes star with a diameter of 5 meters was installed on the tower roof in 1952, which has since shaped the silhouette of the building. The proceeds were used to rebuild the station. From 1955 to 1976 the station tower was used as a hotel and at times also as accommodation for railway employees. From 1998 the tower forum provided information on the Stuttgart 21 project on four levels. In the conference room on level 9, the Stuttgart-Mitte registry office has offered the opportunity to get married since 2000. There was also a bistro and a viewing terrace in the tower (lift and entry free). A clock with a dial diameter of five and a half meters is installed on the tower.

    As part of the renovation of the station building, the tower has been closed since 2020. In the course of this, the Mercedes star was dismantled and is temporarily relocated to the Mercedes-Benz Museum. The erection after the renovation of the tower is planned for 2025.
     
    Last edited: Aug 28, 2021
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  19. drnicktgm#1259

    drnicktgm#1259 Well-Known Member

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    Yeah Stuttgart Ulm would be a really cool route, with the addition Ulm- Augsburg we would have the full route Munic- Stuttgart
     
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  20. driverwoods#1787

    driverwoods#1787 Well-Known Member

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    You mean joining it with Haputstrecke München Augsburg. For DTG they can sell them together as a Pack for the same price as Rush Hour as the Magistrale for Europe Stuttgart München Pack
     
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  21. SHELBY230586

    SHELBY230586 Active Member

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    sounds good. If I didn't have the Munich route yet, I would hit it smoothly here
     
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  22. driverwoods#1787

    driverwoods#1787 Well-Known Member

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    Your route can give more layers to HMA DB BR111 and in return HMA gives Filstalbahn DB BR403 ICE3 for ICE Line 42 service. Main Spessart Bahn to Filstalbahn usage of DB BR146.2 Dostos and DB BR185.2
     
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  23. SHELBY230586

    SHELBY230586 Active Member

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    Bahnhof Esslingen (Neckar)
    [​IMG]
    The former imperial city of Esslingen was intended as the end point of the first Württemberg railway line, the Centralbahn Esslingen – Stuttgart – Ludwigsburg. Thanks to the flat surface on the Neckar, the work progressed quickly and on November 20, 1845, the Eßlingen station was opened to traffic. It had a one-story station building and a locomotive depot. Later a residential building for railway employees was added.
    [​IMG]
    Not all city councilors saw the new means of transport as an advantage. The end of the route was still here, but the further construction through the Filstal was not long in coming. They feared that an insignificant stop would be created here on the Ostbahn between Stuttgart and Ulm, which would not be fair to the city. However, due to the geographical location in the valley between the Fildern and the Schurwald, a railway junction at that point was out of the question.

    Nevertheless, there was great industrialization. The numerous old factory buildings in Weststadt still bear witness to the boom that Esslingen experienced at the end of the 19th and beginning of the 20th century.

    As early as 1852, the Royal State Railroad (K.W.St.E.) equipped the Eastern Railway between Cannstatt and Plochingen with a second track.

    The station was overloaded and had to be enlarged. This resulted in a shift of the entire system to the west. The K.W.St.E. initiated the construction of a new reception building at the level of Friedrichstrasse (today's Berliner Strasse). Now there were ten tracks and four platforms. The freight yard had several sheds. In 1884 the city laid out the station square. In the middle of it was a cast-iron bowl fountain, which had been removed in the meantime, from 1892 onwards. The railway operations building was built at Bahnhofsplatz 2 in 1899, and the neo-Gothic post office diagonally opposite in 1901, which was demolished in 2001. In 1909 the customs office in Eisenbahnstrasse (today's Fleischmannstrasse) was added in Art Nouveau style.

    At the beginning of the 20th century, a new railway line was supposed to relieve the heavily trafficked Eastern Railway, especially from freight traffic. The left bank Neckarbahn would also have affected Esslingen. A south station was to be built for Esslingen in the Pliensauvorstadt. In 1909, the state railroad decided not to build the route to Plochingen, for cost reasons, but only to the existing Esslingen station, which it would have reached with the help of a 260-meter-long bridge over the Neckar. Since the railway line was always in competition with the four-track expansion of the Eastern Railway, it was postponed and ultimately never built.

    In 1912 the Esslingen am Neckar tram started operations; it was operated by the company "Eßlinger Städtische Straßenbahn" (ESS). Both lines served the stop on Bahnhofsplatz: the through line from Obertürkheim to Oberesslingen and the city line that ran through the old town in the ring traffic. The latter only existed until 1915. The trams ran on the through line until 1944. After that, the trolleybus Esslingen am Neckar took over operation.

    The turning loop for the trains of the Esslingen – Nellingen – Denkendorf tram was also on the station square from 1926 to 1978. The regional tram connected the municipalities of Nellingen on the Fildern and Denkendorf with their Oberamtsstadt. In 1929 a branch was added which branched off in Nellingen and connected Scharnhausen and Neuhausen on the Fildern.

    After the Ostbahn between Stuttgart Hbf and Esslingen had been expanded to four tracks from October 14, 1931, after electrification the suburban traffic in Stuttgart began on May 15, 1933, from which the S-Bahn later developed. On May 15, 1939, the station was given the addition (Neckar) to its name. Eßlingen (Neckar) was renamed to its current spelling on September 27, 1965, after the city had already changed the official spelling of its name on October 16, 1964.
    [​IMG]
    In 2011, the conversion of the former freight yard west of today's station and north of the tracks into a commercial and residential area began. In spring 2016, the not yet modernized platforms on tracks 2 and 3 as well as 5 and 6 were raised for barrier-free entry. After the renovation, all three existing platforms have a uniform height of 76 cm. The modernization was ceremoniously completed on September 27, 2018.
    [​IMG]
     
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  24. SHELBY230586

    SHELBY230586 Active Member

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    Bahnhof Stuttgart-Bad Cannstatt

    The Stuttgart-Bad Cannstatt station is the second most important station after the main station and, with its eight tracks, the second largest passenger station in the state capital of Stuttgart. Together with the Untertürkheim train station, it is the oldest train station in Württemberg.

    With around 36,600 travelers per day, the station was the sixth largest in Baden-Württemberg in 2005.
    [​IMG]
    First plans
    A station was already planned for the city of Cannstatt, which had 5500 inhabitants at the time, when the Württemberg Central Railway was planned. Originally there was even a proposal to build the station as the Württemberg Central Railway Station, since the royal city of Stuttgart, due to its geographical location in a basin, could only be reached from Cannstatt according to the state of the art at the time.

    On October 5, 1845, before Stuttgart was connected to the rail network through the Rosenstein tunnel, a railroad ran from Cannstatt to Untertürkheim for the first time in Württemberg. Regular operations began on October 22nd.
    [​IMG]
    Until the Second World War
    With the increase in tourist traffic, a new reception building for Cannstatt became necessary. The old administrative and spa town had now merged with the royal seat of Stuttgart. The current station building was built after the First World War.

    On November 17, 1912, the 2.8 km long line to the Stuttgart-Untertürkheim freight yard was put into operation. In November 1915, the new station facilities, including the neighboring new Neckar bridge and the first two tracks of the new Rosenstein tunnel, went into operation. The opening of the 3rd and 4th tracks to the main train station, which served the suburban traffic in Stuttgart, only followed on May 26, 1925 due to the war and lack of money. At first there were hotels for the many spa guests on the station forecourt.

    On October 16, 1942, a serious railway accident occurred in the entrance to the station: The timetable could not be adhered to on that day, so that the P 1954 coming from Waiblingen stopped before the station's "stop" signal. The person in charge of the signal box forgot him there. When the following P 1666 - also from Waiblingen - approached the station on the same track, the signal box employee suspected a signal interference, intervened in the block and allowed the second train to enter the blocked route section, where P 1954 was still waiting . In the following rear-end collision, 12 people died and 268 were injured.

    After the Second World War
    Another serious accident occurred on October 1, 1957: in thick fog, passenger train 3108 collided with passenger train 1414. Ten people died and another 56 were injured.

    On April 30, 1989, the Cannstatt repair shop was closed and the site was sold to Daimler-Benz.

    As part of the 2nd execution contract for the Stuttgart S-Bahn, which was concluded in 1975, the section between Bad Cannstatt and Waiblingen was expanded from two to four main tracks. The two mainline tracks, which have since been used as long-distance and regional traffic tracks, continue to merge with tracks 6 (from Waiblingen) and 7 (to Waiblingen). The S-Bahn tracks were connected to tracks 2 (from Waiblingen) and 3 (to Waiblingen). To commemorate the first railway in Württemberg 140 years ago, Karl-Heinz Franke placed the plastic pile of rails on the forecourt in 1985.
    [​IMG]
    In May 2006, after 20 months of work, a comprehensive modernization of the station was completed. The occasion was the 2006 soccer World Cup. Elevators were used to create barrier-free access to the platforms and the platform coverings were renewed, while the heritage-protected platform roofs were retained. The underpass under the station was redesigned using granite, and the forecourt in the south towards Cannstatter Wasen was refurnished. The costs amounted to around 6 million €, which were borne by Deutsche Bahn, funds from the Municipal Transport Financing Act, the City of Stuttgart and the Stuttgart Region Association.

    In November 2017, a luminous concrete strip was installed on platform track 2 and removed again in 2020.
    [​IMG]
    Reception building
    The first station building in Cannstatt was probably built by Michael Knoll, who developed it from Karl Etzel's plans for the first Stuttgart Central Station. The construction of the two-story, narrow building began in 1844 parallel to the Stuttgart train station building. The extremely simple, narrow building in Cannstatt had ten axes and had side elevations. The station master's office, two waiting rooms, the checkout room and a luggage room were located on the ground floor. On the first floor there were living rooms and a conference room. There was a turntable in the center of the reception building. A wagon and locomotive shed lay symmetrically to the left and right. In addition, there was a freight hall from the start.

    The need for frugality and the associated small dimensions soon led to problems. As early as 1849, the director of the Württemberg railways stated: In the station buildings in Cannstatt and Ludwigsburg, the vestibules are so narrow that the slightest crowd causes the greatest embarrassment. In 1860 the reception building was extended by two floors, and in 1886 an arcade vestibule was added to the city side.

    The new reception building, designed by Martin Mayer and completed in 1921, consists of three wings. The higher central part is covered with a hipped roof. The main facade is structured symmetrically. Three tall windows illuminate the entrance hall. A two-story and a one-story side wing extend to the left and right of the central building. The station administration is housed in the higher left wing with its round windows. In Cannstatt, too, care was taken to build objectively and not in classicism or art nouveau style. The main entrance is decorated with the figures of Zeus, Hermes and Athena.
    [​IMG]
    Rail operations
    The Stuttgart-Bad Cannstatt station is organized as a separation station. This is where the Filstalbahn, coming from Stuttgart Hauptbahnhof, separates from the Remsbahn. The tracks 1 to 4 are intended to accommodate local traffic, and tracks 5 to 8 for long-distance traffic. The tracks to Waiblingen run between the Esslingen tracks, the lines are threaded at the eastern head of the station at no elevation. Today, tracks 2 and 3 are used exclusively for S-Bahn traffic; the other tracks are served by regional trains.

    The Stuttgart-Bad Cannstatt station is assigned to station category 3.
    [​IMG]
     
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  25. SHELBY230586

    SHELBY230586 Active Member

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    Driver's cab ride Stuttgart - Ulm


    Driver's cab ride Amstetten - Stuttgart
     
  26. jolojonasgames

    jolojonasgames Well-Known Member

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    The route really seems interesting. First of all I'd like to see Stuttgart, and it's beautiful station, set before half of the monumental station was demolished to create a problematic underground station (just because some CDU people wanted to sell land for high prices). But besides that quite political discussion, the older rolling stock also draws me in, we desperately need something that was at least created in the Bundesbahn era, and the BR 111 and n-Wagen would totally fit that bill.

    There also is the possibility of setting the route in or around the early '80s, with the 193/194 (which have a really unique and iconic look, and an industrial charm) on banking duties, and most stock painted in ocean blue/beige (or TEE rot/beige for the IC trains). The 103 could be added to that and would draw a large amount of people in I think. However, as is stands, most German players want modern routes, so that will probably be what we get if DTG ever decides to make this route. If the route is set before 1984 we might even see the E18, though I'm not sure if the E18 operated here until the very end of it's services life.

    The possibility of a future Ulm - Augsburg route linking this route to HMA is also really interesting, but like all route mergers, mostly a dream at this point.

    I really hope we'll one day see the (in)famous Geislinger Steige in TSW! :)
     
    Last edited: Aug 14, 2021
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  27. 59321747

    59321747 Active Member

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    Because Stuttgart to Ulm is not as good as Augsburg to Stuttgart.
     
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  28. matinakbary

    matinakbary Well-Known Member

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    The 103 is a complex loco. I don't think DTG will ever do a 103. Because if you want to have a good 103, the development time would be more than the current DTG time frame allows. At least that's what I heard from a 2nd party dev. The only chance would be a 3rd party dev. But i don't think that's very likely in the near future.
     
  29. jolojonasgames

    jolojonasgames Well-Known Member

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    The 103 is an interesting challenge. It's more work than the average loco to model correctly (as if DTG would, but that's besides the point), but it is a loco that is famous worldwide, and would generate a lot of sales for not only the loco, but also the base route.

    I think the 103 is high risk, high reward. That might mean DTG or even 3rd parties will never touch it, but who knows :).
     
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  30. Cramnor

    Cramnor Well-Known Member

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    A good proposal, especially since the main station in Stuttgart will look very different in a couple of years - well, it already does. Would be a nice way to "preserve" the old station, like with MSB and the old Spessartrampe for example :)
     
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  31. Maik Goltz

    Maik Goltz Well-Known Member

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    Definitely on my (wish)-list :o But not that soon because, as said, that is a really complex beast. Needs lots of love to be good.
     
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  32. matinakbary

    matinakbary Well-Known Member

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    Maik Goltz wow, that's a very nice thing to read in the evening. Hope your DLC's, which are on the current roadmap are very succesfull! :)
     
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  33. SHELBY230586

    SHELBY230586 Active Member

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    Bahnhof Göppingen

    The Filstalbahn, which only opened continuously in 1850, reached Göppingen as early as 1847, so that the station could go into operation on October 11th of that year.
    [​IMG]
    On April 6, 1893, the extension of the reception building was approved and this was then carried out according to the plans.

    From 1912 the Hohenstaufen Railway ended from Schwäbisch Gmünd in Göppingen.

    From 1914 to 1917 the station was expanded and rebuilt again - taking into account the Hohenstaufen Railway to Schwäbisch Gmünd and the Voralb Railway to Boll, which was already planned at the time and opened in 1926. From the electrification of the route in 1933, Göppingen was also partially integrated into the Stuttgart suburban traffic.

    During the Second World War there was an air raid shelter for 80 people on the station forecourt.

    On May 27, 1964, after two and a half years of construction, the new reception building planned by Hellmut Kasel was opened. At the end of the 1960s, a new goods handling hall was built, which was demolished after being shut down in the summer of 2012.
    [​IMG]

    Passenger traffic to Schwäbisch Gmünd was discontinued in 1984, to Boll on May 27, 1989. Freight traffic on the remaining part of the Hohenstaufenbahn to Faurndau Nord and also on the Voralbbahn was discontinued in 1994 and both lines were subsequently shut down Siding sold to the track construction company Leonhard Weiss.

    In August 2021, tracks and points were replaced in the station.

    The train station is located on the southern outskirts of Göppingen. To the east is the large marshalling yard and freight yard, which is still used occasionally. To the west follows the decommissioned and dismantled smaller of the two goods areas, in which a general cargo loading hall existed until 2012. The central bus station (ZOB) is also located there.
    [​IMG]

    In the station building there are two kiosks, a bakery, a bookstore and the DB travel center. Lockers are also available. The former baggage and express goods hall is no longer used today. A bicycle parking garage operated by the city and an e-bike station have been located on the premises since 2013.

    The station has seven platform tracks (tracks 1 to 7), but most trains only use tracks 4 (towards Stuttgart) and 6 (towards Ulm). Only individual trains run on tracks 1, 5 and 7, tracks 2 and 3 are not used by regular trains in the current timetable (as of 2021).
    [​IMG]
    [​IMG]
    Track 1 served the traffic of the disused Hohenstaufenbahn to Schwäbisch Gmünd until 1986, while track 7 served some trains of the disused Voralbbahn to Boll. In addition, until October 2014 another track with the number “13” ended on the eastern side of the platform for tracks 6 and 7. Most of the trains of the Voralbbahn departed on this track. Track 13 was dismantled in October 2014.
    [​IMG]

    New pedestrian bridge over the tracks
    The extensive shunting track system is only used today by the Leonhard Weiss company based near the train station. All other industrial sidings from the station are closed. Likewise, the container station, which was only built on the other side of the Fils in the 1970s as one of the most modern facilities of its kind, was shut down in the mid-1990s. The access track over the Ernst-Bosch-Brücke now serves as a rail link to the scrapyard located on this site.
    [​IMG]
    In 2003, a new pedestrian walkway was opened, which connects the train station barrier-free with the platforms of tracks 1, 4/5 and 6/7 and the Jahnstraße on the other side of the Fils.
    [​IMG]
    [​IMG]


    Not to be forgotten, Göppingen is also the Town of the Märklin model railroad.
    [​IMG]
    THE HISTORY OF MÄRKLIN'S MODEL RAILWAY
    In 1888, two sons of Caroline and Theodor Friedrich Wilhelm Märklin, Karl and Eugen, took over the business and continued to run it under the name "Gebr. Märklin". At this point in time, the company's product range included doll kitchens and mini stoves, among other things, spinning tops, carts and models of ships. In 1891 the Märklin brothers presented their first clockwork train with the associated rail system in the form of an eight. In doing so, they establish the current fame of the company, which is known worldwide for its model railways, and they also ensure that the gauges are standardized.

    At the beginning of the 20th century, in addition to the products already mentioned, the Märklin range included steam engine models, carousels, cars, airplanes and metal construction kits. In the first decades of the last century, however, the miniature railway developed into the company's most successful product. In 1926 the electric train comes out with 20 V alternating current. Shortly after Bing Werke AG presented the first table train "TRIX Express" in size 00 (today's designation: H0) in 1935, Märklin presented its model in the same size. In the years that followed, further technical innovations from competing companies ensure that model railways are more space-saving, cheaper and easier to use. As a result, the demand for model railways increased in the 1950s and 1960s and Märklin advanced to become the world's largest supplier in this area during the post-war economic miracle.

    Märklin presented another innovation at the Nuremberg Toy Fair in 1972: The smallest series-produced model railway in the world to date, the Z gauge, which is also known as the "Mini-Club". In 1984 the company was one of the first to introduce a digital control system for trains in miniature format. In 1997, Märklin took over its competitor TRIX, which ran into economic difficulties in the 1990s. A fate that also overtook Märklin in the following years.
    [​IMG]
    [​IMG]
    [​IMG]
    [​IMG]
     
    Last edited: Aug 24, 2021
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  34. driverwoods#1787

    driverwoods#1787 Well-Known Member

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    Interesting story and if you are wondering if you look at their website you can actually find Schnellfahrstrecke Köln-Aachen DB BR187 in their catalog. Pretty much all the routes we have in game can be made into Märklin model railways assuming you have the correct trains. This station gets Railjet as a passing train except for DB BR218 Stuttgart Lindau Intercity
     
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  35. SHELBY230586

    SHELBY230586 Active Member

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    Please activate English subtitles

     
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  36. SHELBY230586

    SHELBY230586 Active Member

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    Bahnhof Plochingen

    [​IMG]
    The station building was very spacious in 1907. In terms of its symmetry, it differs from classic train station buildings in Württemberg. Although it has a long central building with a two-story central projectile and a hipped roof, the two wing structures with their half-hipped roofs are different. While the eastern extension has four floors, its western counterpart has a fifth floor and a clock tower with a copper roof on the roof ridge. The total length of the building is 96 meters. In the publicly accessible part of the building there is a. a train station restaurant, a newspaper kiosk, a travel center and a bakery. On the upper floors, which are not open to the public, there is a break room for drivers.

    State Railroad Time
    When planning the Eastern Railway from Stuttgart to Ulm, the chief engineer Michael Knoll also planned a station southeast of Plochingen. Around 1900 people lived in the market town at that time. On December 14, 1846, the Royal Württemberg State Railroad inaugurated the Esslingen – Plochingen section. The next section to Süßen was completed on October 11, 1847. The first station building, no longer preserved, was a two-story sandstone building. Since 1852 the Ostbahn had a second track from Cannstatt to Plochingen. On September 20, 1859, with the opening of the first section of the Plochingen – Immendingen railway line, the station became a hub station.

    In 1900 the state railway planned the construction of a left bank Neckarbahn, which should run from Stuttgart to Plochingen, in order to relieve the Ostbahn of freight traffic. The planners revised their concepts several times. In 1909 the railway line was supposed to end in Esslingen, but this variant was not implemented either and the engineers gave up their idea. The state railway also rejected a railway connection from Neuhausen to Plochingen.

    The increasing rail traffic made an expansion of the railway facilities inevitable. This included numerous new tracks, widening the platforms, new signal boxes and a new circular shed with a water tower. The station building was built between 1905 and 1907 by the architect Theodor Fischer in Art Nouveau style. The workers' houses along the railway line also come from his plans.

    On June 1, 1913, a hurricane caused great damage in Plochingen. The train station was also affected. The platform roofs could not withstand the force of nature.

    Reichsbahnzeit
    On June 1, 1933, the Reichsbahn electrified the Stuttgart – Ulm route. This brought Plochingen a connection to the suburban traffic in Stuttgart for the first time. Most of the railcars from Stuttgart, however, ended in Esslingen.

    During the Second World War, the station was the target of Allied air raids. On February 21, 1945, bombs fell on the area of the goods shed and on the railway road. The most devastating attack took place on April 4, 1945 with fighter bombers that bombed the railway system. The travelers fled from a passenger train near the old Bahnhofstrasse. Seven of them were killed by gunfire. The nearby Wernau – Schnaitwald junction was also in operation for a short time. It was opened on February 15, 1945 to save freight trains from the direction of Tübingen in the direction of Ulm having to turn around in the Plochingen station, but was given up again in 1946.

    Federal Railroad Time
    The establishment of a port in Plochingen began in the 1950s. There were still considerations to canalize the Fils as far as Göppingen and make them navigable. However, the building management renounced this and Plochingen remained the last port. The first ship docked on July 12, 1968. The Rheinkai on the left bank of the Neckar received a rail connection through the 195 meter long port railway bridge. It is particularly noticeable because of its curved shape. The Plochinger Hafenbahn begins in the southwestern track field of the station and can only be used from the direction of Göppingen or Wendlingen.

    Due to the dense train sequence and for the planned Stuttgart S-Bahn, the Federal Railroad expanded the Esslingen – Plochingen section to four tracks. Completion took place on September 27, 1970, the station was only expanded in 1974.

    On October 1, 1978, the first journey on the S1 line was in Plochingen. A new depot was built in Plochingen for the 420 series, which was then used, and the old circular shed and water tower had to make way for it.
    [​IMG]
    A two-part 601 is traveling south in February 1985 in Plochingen as a rotating special train

    [​IMG]

    At Easter 2006, after 18 months of construction, a new electronic signal box went into operation at Plochingen station. It consists of a sub-center (UZ) and outsourced ESTW (ESTW-A) in Plochingen, Esslingen and Ebersbach. A further expansion towards Ulm was considered.

    The 80 million euro system is remote-controlled from the operations center in Karlsruhe and regulates train traffic over a total of around 50 kilometers. The district extends to Untertürkheim, Göppingen and Wendlingen. The system replaced five old signal boxes. The commissioning took place gradually in five nightly shut-off pauses between April 13th and 18th, 2006. A remote electronic signal box (ESTW-A) is to be built in Süßen station by the end of 2021, which is to be connected to the sub-center (UZ) Plochingen.
    [​IMG]
    [​IMG]
    For modernization measures at the train station, the federal government made available 935,000 euros in 2020 from the “immediate program for attractive train stations”.
    [​IMG]
    [​IMG]
    [​IMG]
    Direction of the port of Plochingen
    [​IMG]
    Plochingen harbor, with sand train next to the URANUS from Minden

    The Neckarhafen in Plochingen has been the end point of the navigable Neckar since July 12, 1968. It was designed as a port for commercial inland shipping exclusively for the pure transport of goods without passenger shipping. The port area extends along two port basins. From 1954 to 1992, port director Dr. rer. pole. Heinz Kreeb. Since 1992 port director Eberhard Weiß has been entrusted with the management. Almost 20 companies with an investment volume of around EUR 100,000,000 have settled in the Neckarhafen. The main goods handled are iron / steel products / scrap / waste wood, animal feed / grain, mineral oil and wood. The annual cargo turnover is around 1,400,000 tons.


    Plochingen depot

    The heart of the Stuttgart S-Bahn beats in the depot in Plochingen
    In the modern depot, the vehicles are put to the test every day and are checked from top to bottom.
    [​IMG]
    The wheels never stand still here. Employees work around the clock in three shifts to ensure that the S-Bahn vehicles perform at their best. But in the best case scenario, the passenger does not even notice what is going on behind the scenes. Because if the traffic rolls smoothly on the rails, this means that the routine checks have served their purpose.
    [​IMG]
    Since the S-Bahn started operating in 1978, Deutsche Bahn AG has been managing and operating the Stuttgart S-Bahn competently and reliably. Since 2002, the S-Bahn has been a separate unit within DB Regio AG with a powerful management team and extensive expertise.

    The depot is located west of the train station next to the railroad tracks leading to Stuttgart and can be reached from the street via the approach to the Neckarhafen. It is responsible for the maintenance of the multiple units of the Stuttgart S-Bahn. Furthermore, multiple units of the regional traffic Württemberg are also looked after. The current Plochingen depot was opened with the Stuttgart S-Bahn in 1978. Before that, the roundhouse of the old Plochingen depot stood in roughly the same place.
    [​IMG]
     
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  37. SHELBY230586

    SHELBY230586 Active Member

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    Bahnhof Untertürkheim

    The railway age for Untertürkheim began on October 22nd, 1845 with the opening of the first railway line in Württemberg. The first section of the Zentralbahn connected the small wine-growing community with its upper administrative town of Cannstatt, which is just under five kilometers away. As early as November 7, 1845, the route to Obertürkheim was extended.

    The first station building was a one-story building and was roughly the same as the ones in Cannstatt and Obertürkheim. Untertürkheim developed into a popular destination for day trippers who used the new means of transport. Bathers and hikers came from nearby Stuttgart. At the goods loading point, mostly agricultural products were shipped in the direction of Stuttgart.

    From 1890 the royal Württemberg railway administration planned to relieve the Stuttgart main station. A bypass line was supposed to create a direct connection between the east and north lines for freight trains. The choice fell on Untertürkheim station as the starting point for the new route and as the location for a new freight and marshalling yard, and the end point was Kornwestheim station. Construction work began in the spring of 1894. The new freight and marshalling yard was built on Cannstatter Strasse (since 1936 Augsburger Strasse) and ceremoniously opened in 1896 in the presence of King Wilhelm II.
    [​IMG]
    The length of the track field was about 2300 meters and was on average 125 meters wide. It was equipped with an administration and several service buildings, loading ramps for goods and military transports, five signal boxes for 162 points, a separate stop for the railroad workers and a locomotive shed with four stands and a water tower.

    The reception and administration building that still exists today was built at the passenger station. Consists of two wing structures and a central hall. A post and telegraph office was located in the southern wing of the building until 1960. In the north was the acceptance of parcels and express goods. A residential building was added for the railway staff.
    [​IMG]

    The Remsbahnkurve, which enables a connection between the freight yard and the Remsbahn, has existed since May 1, 1897. The railway line to Kornwestheim has been double-tracked since September 23, 1904. After a few years, the marshalling yard was already overloaded. Planning for the expansion began in 1906.

    In order to relieve the Ostbahn, the construction of a left bank Neckarbahn was up for debate between 1900 and 1907. During the initial planning, a branch to Untertürkheim was only planned at the level of Wangen. Finally, it should only separate from the Ostbahn in the Untertürkheim freight yard. However, the project never came to fruition.

    In 1911 the project to expand the freight yard failed due to the lack of space. Instead, the railway administration decided to build a larger marshalling yard in Kornwestheim. At the Untertürkheim freight station, only local freight traffic was to be started in the future. Additional tracks to the Cannstatter Güterbahnhof were put into operation on November 17, 1912 for this purpose. On November 13, 1923, the connection to the newly created freight station in Gaisburg (closed in the mid-1980s) followed, and in 1933 the electric suburban traffic in Stuttgart began. Since 1958, the Stuttgart-Untertürkheim-Stuttgart Hafen railway has also been flowing into the station.

    In 1981 a new central signal box from Siemens went into operation, one of the largest of its kind in Germany. On a total of 215 km of track, with around 250 points and 300 signals, around 2,750 train and shunting trips were controlled by four employees every day. The 40 million DM system replaced twelve mechanical interlockings and electromechanical interlockings. This enabled 44 employees to be released for other tasks. The relay interlocking is to be incorporated into a digital interlocking in Stuttgart by 2025.
    [​IMG]
    [​IMG]



    The station is served by the S1 line of the Stuttgart S-Bahn. Track 6 was rebuilt for S-Bahn operations. Track 5 is assigned to the S-Bahn in the direction of Bad Cannstatt, track 6 to those in the direction of Esslingen. Individual regional trains run on track 2, which connect Kornwestheim and Untertürkheim via the “Schusterbahn”. Tracks 1, 3 and 4 are used by trains passing through, with platforms 3 and 4 on platforms.
    [​IMG]
    Untertürkheim station is assigned to station category 3.

    In the 1980s, the marshalling yard was declared a satellite of the Kornwestheim marshalling yard and therefore lost its importance. No more goods are loaded. The numerous tracks serve as sidings for freight trains. Some tracks have now been dismantled on the partially overgrown terrain. As part of the “Stuttgart 21” project, the track field for the new Untertürkheim storage station is to be used again.
    [​IMG]

    The Untertürkheim station is to be equipped with ETCS Level 2 (as of May 2019). The station is to be integrated into the Stuttgart digital hub by 2025. It belongs to the control and RBC area of Untertürkheim, which is to be controlled from an operating and technology location in Waiblingen.
     
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  38. SHELBY230586

    SHELBY230586 Active Member

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    DUSS Terminal Ulm
    [​IMG]
    In the north of Ulm, between Dornstadt and Beimerstetten, the DUSS Terminal Ulm went into operation in 2005. New logistics companies are currently emerging around the new terminal. A large industrial area is planned in three expansion stages. The development of the location has been very successful so far and has resulted in a sharp increase in intermodal traffic, so that the expansion of the DUSS terminal is only a matter of time.

    In the immediate vicinity there is also a service center for repairs and depot services, which also makes the location attractive for services in the hinterland of the seaport.

    On the rail side, the terminal is connected to the main Stuttgart – Munich line. With the help of the bypass option within the terminal, trains from the main route can provide and pick up the intermodal loading units directly in the terminal's spiked transshipment platforms. Located directly on the A8, Ulm West exit, the terminal can also be easily reached via the motorway. In addition to the A8 Stuttgart – Munich, there is a connection to the well-developed B10.
    [​IMG]
    [​IMG]
     
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  39. SHELBY230586

    SHELBY230586 Active Member

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    Uhingen Train Station
    [​IMG]
    Unfortunately, the picture is a bit older, the said train station doesn't look like it anymore.


    Uhingen has a train station on the Filstalbahn (Stuttgart – Ulm). In addition to the two main tracks in the direction of Stuttgart and Ulm, there are several shunting tracks that were used daily until the mid-1990s. In addition, the Allgaier company has its own siding, which is still often used today to transport raw goods or finished components.
    [​IMG]
    [​IMG]
    a Köf (BR 323) is available as a shunting locomotive for this purpose. A third track with a platform was also available by mid-2005. DB Netz dismantled it, as did many tracks and points in recent years that are not needed in normal operation. This increasingly leads to the passing on and amplification of delays, as trains can no longer stop in Uhingen to be overtaken. This is now only possible at Göppingen and Ebersbach (Fils) stations.
     
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  40. SHELBY230586

    SHELBY230586 Active Member

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    Süßen
    [​IMG]
    The Süßen station is located on the Filstalbahn Stuttgart – Ulm, which opened up to here in 1847 (route km 50.4). From 1901 until its complete shutdown in 1995, the Lautertalbahn branched off in Süßen to Lauterstein-Weißenstein.

    The station is listed in the operating point directory under the designation TSD. The train station is located in the northern part of the city of Süßen. To the west of the train station is the bus station (“Süßen ZOB”).[​IMG]

    [​IMG]
    From 1933 to 1978 Süßen was partially integrated into the electrically operated suburban traffic in Stuttgart.

    On June 1, 1969, passenger traffic on the Lautertal Railway was discontinued.

    From August 2010 to June 2012, the station was renovated and equipped with two elevators and a guidance system. The underpass was redesigned, new lighting was installed and a dynamic passenger information system was installed. The total costs borne by rail, federal, state and city amounted to 2.6 million euros according to rail information.



    The new electronic signal box (left) was built next to the old signal box (right).
    On February 24, 2016, Deutsche Bahn applied for a lane plan adjustment at the station. Several points are to be dismantled and new track closures are to be created. In addition, the construction of an electronic signal box was planned. It replaces a relay interlocking of the type Sp Dr S59 which was put into operation in 1964. At distance kilometers 50.3 / 50.4, a remote signal box (ESTW-A) is being built north of the track system, which is to be connected to the Plochingen sub-center. The construction project extends from kilometer 46.2 (exit signals from Eislingen station) to km 52.5 (previous entry signals from Süßen station). In addition, two hot box detection systems will be set up. Work started in February 2020. The overall measures should run until April 2022. Three switches and the siding on track 25 are also to be dismantled and track 1A is to be renewed. The new signal box was finally put into operation in September 2021.
    [​IMG]
     
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  41. driverwoods#1787

    driverwoods#1787 Well-Known Member

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    Well said and since you mentioned Marklin model trains they actually make SKA DB BR187 and pretty much you can model all the German routes in game using Märklin Trix model railway.
     
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  42. SHELBY230586

    SHELBY230586 Active Member

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    Thanks. I also own a Märklin model railway myself. I am at home in Epochs III - V

    The BR 187 is a very nice Locomotive and I think it's great that it was made available for so many different routes in TSW is very exemplary.
    I hope that one day my prayers will be answered and that DTG and Rivet Games will come to an agreement so that the BR 204 will also be available for other routes, that would be my greatest wish.
     
  43. driverwoods#1787

    driverwoods#1787 Well-Known Member

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    I agree with you and as a matter of fact pretty much all the German Trains in TSW2 have Märklin group model versions including DB BR182. For Me I have a Deutsche Bundesbahn 024 Steam Locomotive and a Bavarian S 3/6 in Z scale. If DTG employees have time they can model this one Stuttgart Ulm Augsburg using Märklin Group models then render in Game.
     
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