52-531: The Riesbahn ("Ries Railway") is a name for the railway connection between Aalen and Donauwörth, which runs through the Nördlinger Ries : Stuttgart-Bad Cannstatt–Nördlingen railway Augsburg–Nördlingen railway Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Ries Railway . If an internal link led you here, you may wish to change
104-574: A change of locomotive in Backnang would have largely negated any saving in travel time. In 1976 the era of steam ended on the line and diesel locomotives were used, with class 211/212 hauling local services. In the case of long-distance and regional services, class 220 , later class 221 were used for long-distance trains and class 215 for regional trains. Later class 218 locomotives were used both for long-distance and regional trains, sometimes using double header operation before long trains. In
156-731: A double-track line through the Rems valley and it crosses the Haldenbach river outside Endersbach station on a round-arched viaduct. A low point of 234 metres is reached at Beutelsbach. In Schorndorf, the Wieslauf Valley Railway branches off to Welzheim . The line crosses the Rems before Urbach and follows the course of the Rems until Essingen . In Schwäbisch Gmünd , the Hohenstaufen Railway branched off to Göppingen from 1911 to 1984. The line follows
208-460: A shift in the location of the platform 120 m closer to the town, two new platforms outside the tracks with an underpass and the installation of a passing track. The aim is that the single track line from Backnang to Schwäbisch Hall-Hessental with passing places at Murrhardt and Fornsbach would save about 10 minutes of waiting time and allow a coordinated timetable. The hearing procedures for the planning approval has been completed and construction of
260-701: A workshop was built in Essingen. The line between Bad Cannstatt and Waiblingen was completely closed from 12 May to 9 June 2023 for work on the Waiblingen digital interlocking. It is planned to build two new stations in the Ostalb district. In 2016, it was decided to establish Aalen-West station between the Hofherrnweiler district and the western industrial estate. The station was originally scheduled to open in 2020. However, due to different opinions among
312-619: Is a main line in Baden-Württemberg and Bavaria , Germany. It branches off the Stuttgart–Ulm railway at Stuttgart-Bad Cannstatt station and runs via Aalen to Nördlingen , where it merges with the Augsburg–Nördlingen railway . Between Bad Cannstatt and Goldshöfe , the line is part of the long-distance inter-regional connection between Stuttgart and Nuremberg . The line has two tracks from Bad Cannstatt to Goldshöfe and
364-632: Is integrated with the Stuttgart S-Bahn as line S3. The section to Backnang is double track and the remaining line to Schwäbisch Hall-Hessental is single track. The Royal Württemberg State Railways built the Murr Valley Railway ( Murrtalbahn ) and the Gäu Railway ( Gäubahn ) from Stuttgart to Freudenstadt simultaneously, creating a diagonal line through Württemberg . Construction supervisor ( Oberbaurat ) Carl Julius Abel
416-684: Is located at the change of curves, where the bend to the left changes to a bend to the right. Between Fellbach and Waiblingen there is another elongated, single-track flyover structure that was built before the S-Bahn went into service. This allows trains to and from Schwäbisch Hall-Hessental to cross trains on the Remsbahn without getting in each other's way. A fifth track was later built here to reduce interference between fast trains and S-Bahn trains. The Waiblingen–Schwäbisch Hall railway branches off at Waiblingen station . The Rems Railway continues as
468-576: Is supplemented by the IRE 1 Interregio-Express service, which runs every two hours between Karlsruhe and Aalen, with intermediate stops in Schorndorf and Schwäbisch Gmünd. Between Aalen and Donauwörth, regional trains on line RB 89 run every hour from Monday to Friday. Until the 2022/2023 timetable change, operations were operated by DB Regio Bayern as part of the E-Netz Augsburg under
520-457: The 1970s, various restoration measures began to be carried out on the Murr line, as on other German lines. Sidings for freight were built at several stations on the section between Backnang and Crailsheim. At the same time local services were thinned out, so that it was served almost exclusively by regional trains. With the electrification of the line from Goldshöfe via Crailsheim to Ansbach in 1985,
572-576: The Aalen–Nördlingen section is considered part of the Riesbahn (Ries Railway). Between Waiblingen and Essingen , the Remsbahn runs parallel to the River Rems from which it gets its name. The Riesbahn is named after the Nördlinger Ries and continues to Donauwörth . The line's chainage is measured from Stuttgart Bad Cannstatt station . A short distance from the station, the four tracks of
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#1732801958067624-657: The Hohenlohe Railway (then called the Kocherbahn ), which opened in 1867. The majority of trains running from Crailsheim to Hessental proceed to Backnang and Stuttgart, missing the lower part of the Hohenlohe line through Schwäbisch Hall. A branch line was built from Backnang via Marbach to Bietigheim in 1879 in order to provide a bypass of the Stuttgart node for long-distance transport. It is sometimes called
676-719: The Kornwestheim–Untertürkheim line), to relieve Stuttgart Hauptbahnhof of freight traffic. At the end of World War II , the German military blew up the viaduct over the Haldenbach west of Endersbach station and the bridge over the Kocher west of Aalen, so that the intervening places were only accessible via the Hohenstaufen Railway from Schwäbisch Gmünd to Göppingen on the Fils Railway. Pioneers of
728-745: The Little Murr Railway ( Kleine Murrbahn ). The line was single track and after the First World War France prohibited its duplication for strategic reasons under the Treaty of Versailles . On the Rems Railway , in contrast, the line had been duplicated by 1910 to Gmünd . In 1926, its duplication was completed to Aalen and Goldshöfe . Trains on the Murr line were mainly hauled after the First World War, with
780-535: The Murr line also lost all of its long-distance services, which now ran via the longer Rems line via Aalen. In the autumn of 1981, Stuttgart S-Bahn services on line S3 began between Backnang and Stuttgart. This was accompanied by the introduction of a regular interval service to Backnang and extra services. In 1996, the Marbach–Backnang line, the Backnang–Schwäbisch Hall-Hessental section of
832-479: The Murr line and the Schwäbisch Hall-Hessental–Crailsheim section of the Hohenlohe line were electrified. Subsequently, all platforms at Fornsbach station were renovated. Since the upgrading of the line for regional services, long-distance services occasionally operate on the line. In 2004, Deutsche Bahn announced that there would be further upgrading of the line with an additional track on
884-593: The Oppenweiler–Sulzbach section, a section of double track at Fornsbach and the upgrading of signalling. This would have shortened the travel time between Schwäbisch Hall and Stuttgart by 10 minutes (especially by eliminating waiting time in Murrhardt). As a result of the reduction in funding for regional rail services in response to the Koch - Steinbrück Report, the proposed upgrade between Oppenweiler and Sulzbach
936-555: The RE lines. Since Go-Ahead took over operations on 9 June 2019, Stadler FLIRT multiple units have been used. Siemens Mireo electric multiple units are operated by Go-Ahead Bayern between Aalen and Donauwörth. One InterCity service, IC 61 runs at two-hour intervals on the Karlsruhe –Nuremberg route, stopping in Stuttgart, Schwäbisch Gmünd and Aaalen. One pair of trains, extending to and from Leipzig , also stops in Schorndorf at
988-465: The Rems line, continuing to Nördlingen and Donauwörth to Munich . This route was chosen for touristic reasons despite the longer travel time. The route, however, had low patronage and lacked compatibility with the reinstated InterCity system. The electrification of the line from Goldshöfe via Crailsheim to Nuremberg in 1985 allowed trains on the Rems line to Nuremberg, which had previously been hauled by diesel locomotives, to be electrically hauled. In
1040-547: The Rems valley would be considerably lower as it would share part of the Stuttgart–Ulm route. In the subsequent discussions, the requests of the cities of Waiblingen and Schorndorf for a rail connection, the smaller climbs, which would allow easier operations and the shorter route between Stuttgart and Aalen contributed to the decision to select the first variant. Thus, on 25 July 1861 the line opened from Cannstatt via Waiblingen, Schorndorf, Gmünd and Aalen to Wasseralfingen. This
1092-556: The Stuttgart– Dresden and Stuttgart– Prague routes. The trains in the opposite direction ran alternatively via Schwäbisch Hall-Hessental . The line was renovated in 2009 and, among other things, around 68 kilometres of track and 47 sets of points were renewed. The platforms at the Westhausen, Lauchheim, Aufhausen, Bopfingen and Pflaumloch stations were also rebuilt to provide accessibility . From 24 April to 15 October 2009,
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#17328019580671144-705: The U.S. Army built a temporary bridge in Endersbach, so that in August 1945 the line was accessible again. Traffic was also restored over the Kocher in Aalen during the summer of 1945. The Rems Railway was electrified, starting from Stuttgart, to Waiblingen in 1949, to Schorndorf in 1962, to Aalen in 1971 and in 1972 on the Ries Railway from Aalen to Nördlingen and Donauwörth . The line was electrified as an alternative route for traffic between Stuttgart and Munich to
1196-739: The challenge of building the line over the Swabian Alb up the Geislinger Steige . The Fils Railway was opened in 1850. But after the first phase of the network of the Royal Württemberg State Railways was completed, the construction of a railway line to the east of the country was soon back on the agenda. The main objectives put forward for the project, originally called the Nordostbahn (“Northeast Railway") were: The architect responsible for planning
1248-525: The course of the Rems to Essingen. While the Rems flows into the main valley from the south, the Remsbahn follows the main valley to the east, which runs over a watershed near Essingen into the Kocher valley. A tunnel was originally planned for this watershed, but a slightly longer route with a curve and a cutting was built. Over the course of this valley, a predominantly straight line could be built without major artificial structures. After Aalen Hauptbahnhof ,
1300-562: The duplication of the viaduct over the Rems. A new two-way tunnel was built next to the old single-track Schwaikheim Tunnel. This was lined completely with concrete rather than brick and was the first tunnel in Germany to be built this way. At first electrification only benefited local trains, which were mainly operated as push-pull trains , hauled by class 141 locomotives . Long-distance trains and most regional trains to Stuttgart continued to be hauled by steam and later diesel locomotives, since
1352-489: The early 1980s, Deutsche Bundesbahn introduced approximately hourly expresses on the line. For the summer 1988 timetable, modernised vehicles were introduced running hourly all day. These trains ran from the summer 1989 timetable under the generic name of RegionalSchnellBahn ("regional fast rail"). In 1996, the interval between Stuttgart S-Bahn services was reduced in the peak period from 20 minutes to 15 minutes. Before its introduction, Deutsche Bundesbahn had suggested that
1404-595: The end of the day. Waiblingen%E2%80%93Schw%C3%A4bisch Hall railway The Waiblingen–Schwäbisch Hall railway (also known in German as the Murrbahn —Murr Railway—or the Murrtalbahn —Murr Valley Railway) is a major railway in the German state of Baden-Württemberg and the shortest rail link between Stuttgart and Nuremberg . It starts at Waiblingen and runs between Backnang and Fornsbach through
1456-597: The establishment of Deutsche Reichsbahn , until 1975, by the famous Prussian P 8 locomotives, which had replaced the Royal Württemberg State Railways's class 38 locomotives. On 22 December 1934 there was a major accident caused by a signalling error between Murrhardt and Sulzbach on the ridge at Schleißweiler. Two trains collided on the single track and ten people died. In 1937 the Flying Stuttgart ( Fliegende Stuttgarter ), which
1508-479: The increase in services would require additional tracks on the section between Waiblingen and Schorndorf, which was almost at capacity with the combined operation of S-Bahn and other trains on it. However, a report by RWTH Aachen University in 1993 came to the conclusion that the planned operations could be realised by shortening signal blocks on the line and modifying Waiblingen station. Deutsche Bundesbahn agreed to implement these measures in 1993 and new signalling
1560-481: The line between Schorndorf and Nördlingen was completely closed in two construction phases. During the closure there was a rail replacement bus service for local transport. During this time, Intercity Line 61 (Nuremberg–Karlsruhe) was diverted between Crailsheim and Waiblingen via Schwäbisch Hall-Hessental. The project cost €50 million. Further renovation work related to the Schorndorf–Waiblingen section and
1612-554: The line continues north along the Kocher to Goldshöfe station . The line to Crailsheim branches off to the north; originally Goldshöfe station was built to allow changes of train and it was not intended to serve the local population. Up to the end of the line in Nördlingen, a somewhat more winding route and a tunnel through the foothills of the Swabian Jura near Lauchheim were necessary. A railway between Stuttgart and Ulm
Ries Railway - Misplaced Pages Continue
1664-472: The line separate from the Fils Valley Railway at a flying junction . At about the same point, the tracks of the Rems line are rearranged to be paired by direction of operation, with S-Bahn trains running on the outer tracks and regional and long-distance trains running on the inner tracks. The line climbs about 60 metres on an S-bend on its way to Fellbach . Stuttgart Nürnberger Straße station
1716-692: The line via Ulm for the Olympic Games in Munich . From 1978 to 1981, a third and fourth track were built on the Bad Cannstatt–Waiblingen section and a flying junction was built between Fellbach and Waiblingen where the Murr railway branches off, so that in 1981 Stuttgart S-Bahn services could operate to Backnang and Schorndorf. In 1983 and 1984 a portion of the Rheingold ran from Mannheim via Heidelberg , Heilbronn , Stuttgart and over
1768-459: The line, Georg Morlok examined four major variants for the route with different locations for the transition from the Neckar and Fils valley to the Rems valley. These were from west to east: Although the cost of crossing the mountain range was found to be least for the western variant, the total cost of the eastern variant was the lowest, because the length of track that would have to be built in
1820-457: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Ries_Railway&oldid=1168196387 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Stuttgart-Bad Cannstatt%E2%80%93N%C3%B6rdlingen railway The Stuttgart-Bad Cannstatt–Nördlingen railway
1872-696: The name Fugger-Express . In December 2022, Go-Ahead took over from DB Bayern. Since then, the hourly service has run daily (previously every two hours on weekends). In addition, trains continue every two hours as RE 89 via Donauwörth to/from Augsburg and Munich . The carriages used in regional transport until 2015 were mainly renovated Silberling carriages. From the timetable change on 12 December 2010, Regional-Express trains at weekends largely consisted of double-deck carriages built from 1994 to 1996. Since 1 February 2016, six trains were also operated with double-deck coaches from Monday to Friday. From 1 October 2016 to 8 June 2019, only double-decker coaches ran on
1924-468: The operation of small and medium-sized railway sidings and freight yards were closed. But the once large freight yard at Schwäbisch Gmünd is also now closed. From December 2002 to December 2003, the line was closed due to a landslide on the Bildwasen Tunnel between Lauchheim and Aufhausen . The east portal of the tunnel was then extensively renovated. Until 2006, night trains ran via Aalen on
1976-680: The parties involved regarding the appropriate platform height, there was a delay of several years, so that construction can probably only begin in the mid-2020s. Lines S 2 and S 3 of the Stuttgart S-Bahn serve the Stuttgart–Waiblingen section and line S2 serves the Waiblingen–Schorndorf section. The MEX 13 service from Stuttgart to Aalen operate every 30 minutes on weekdays, every hour to Ellwangen and every two hours to Crailsheim. Intermediate stops are Bad Cannstatt, Waiblingen, Schorndorf and then all stations. This
2028-537: The remaining section is single track. The line is fully electrified and the western section from Stuttgart to Schorndorf is part of the Stuttgart S-Bahn . The line is also known as the Remsbahn (Rems Railway) or the Remstalbahn (Rems Valley Railway) and is the main line from Stuttgart-Bad Cannstatt via Aalen to Nördlingen. Today the designation Remsbahn only refers to the section from Stuttgart to Aalen, while
2080-716: The second section to Nördlingen was opened, connecting the Rems line to the Bavarian Ludwig South-North Railway . This was after the line crossing the border at Ulm / Neu-Ulm (now part of the Ulm–Augsburg railway ), the second link built between the railways of Württemberg and Bavaria. The 3.75 km section between the border and the Bavarian town of Nördlingen was operated by the Württemberg State Railways on lease. There
2132-698: The upper valley of the Murr . The Backnang–Ludwigsburg railway , known as the Kleine Murrbahn ("Little Murr Railway"), runs through the lower part of the Murr valley. The Murr Railway continues to Gaildorf on the Rot river, then to Schwäbisch Hall on the Kocher . There it connects with the Hohenlohe Railway from Crailsheim to Heilbronn . The first section of the Murr Railway to Backnang
Ries Railway - Misplaced Pages Continue
2184-453: The €12 million project began in the summer of 2011. The project was commissioned on 9 December 2012, as expected. The following types of rail services currently operate on the Murr Railway on working days: The IRE and RE services use Silberling carriages, exclusively of the oldest build. On the weekend Regionalbahn traffic between Backnang and Schwäbisch Hall is operated with class ET 425 electrical multiple units. On 9 December 2006
2236-474: Was a separate entrance in the Nördlingen terminus, with its own hall for the Rems Railway. The line was initially built as a single track, but duplication was planned from the outset. It was duplicated from Cannstatt to Fellbach in 1864, Waiblingen in 1876, Schorndorf in 1899, Lorch in 1902, Deinbach in 1905, Gmünd in 1910, Unterböbingen in 1920, then Essingen, and Aalen in 1926. The Aalen–Goldshöfe line
2288-583: Was carried out from July to September 2013. The S2 therefore only ran every half hour during peak hour and the Regional-Express between Aalen and Stuttgart every hour. The section was completely closed from 30 August to 2 September 2013 and a rail replacement service was established. On 9 June 2019, Go-Ahead Verkehrsgesellschaft Deutschland took over regional services on the Waiblingen–Aalen section from DB Regio Baden-Württemberg . A depot with
2340-484: Was closed, which required the construction of two tunnels. The original station in Waiblingen on the Murr line was closed and replaced by one just to the west as a junction station. The chosen route had a disadvantage for the city of Schwäbisch Hall, since the connection for the line between Stuttgart and Nuremberg had to be made at Hessental, now a suburb of Schwäbisch Hall, on the Hessental–Crailsheim section of
2392-435: Was duplicated in 1866, completing the duplication achieved to date. On 1 May 1897, the connecting line was opened from Untertürkheim to the Rems line towards Fellbach. It opens just before the site of the current Rems line Nürnberger Straße station , creating a triangular junction between Bad Cannstatt, Untertürkheim and Nürnberger Straße. Its purpose was, together with today's Schuster Railway ( Schusterbahn , then called
2444-602: Was implemented on the Waiblingen–Schorndorf section with the Ks-Signalsystem . It was found that the timetable was still vulnerable to disruptions. To resolve this, a fifth track was installed in about 2000 on the section between Fellbach and Waiblingen, so that long-distance and S-Bahn trains could run from Fellbach to Waiblingen towards Schorndorf at the same time. Simultaneously with these upgrades for passenger traffic, freight facilities were dismantled everywhere, as elsewhere in Germany at this time, and in particular
2496-484: Was one of the first railways proposed in Württemberg in the middle of the 19th century. Alternative alignments via Aalen or directly via Göppingen were discussed. At first it seemed the first route, even though it was indirect, had a greater chance of being built, as it required no major climbs, in contrast to the second route. After several years of discussion it was decided to build the route via Göppingen, despite
2548-529: Was responsible for planning and construction of the line. With it, the existing routes between Nuremberg and Stuttgart via Aalen or Heilbronn were shortened. On 26 October 1876, the Waiblingen–Backnang section was opened, followed by the section Backnang–Murrhardt section on 11 April 1878 and the Hessental–Gaildorf section on 1 December 1879. On 15 May 1880, the gap between Murrhardt and Gaildorf
2600-610: Was similar to the Flying Hamburger , ran on the line. At the end of World War II the SS intended to blow up the Schanz Tunnel between Fornsbach and Fichtenberg. This plan was prevented just before its execution, however, by the courageous intervention of the mayor of Gaildorf , who feared the economic isolation of his region. The Waiblingen–Backnang section was electrified and duplicated from 1962 to 1965. This included
2652-483: Was the location of the Schwäbische Hüttenwerke, then a major state steelworks. This steelworks delivered all of its steel that was moved by rail via the Rems line until the mid-1860s. The fastest regular service at the time ran between Wasseralfingen and Stuttgart in 2 hours, 55 minutes. The line was equipped with signalman's houses about once every kilometre and with an electric telegraph. In 1863,
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#17328019580672704-404: Was withdrawn at the end of 2004. The Verband Region Stuttgart, which coordinates public transport investment in the Stuttgart regions, is examining the idea of extending S-Bahn operations to Murrhardt . This proposal is in competition with a proposal to improve Regional-Express and Regionalbahn services on this route. The upgrade at Fornsbach station to improve passing opportunity involves
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