Stuttgart Airport / Messe station

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Stuttgart airport / fair
Stuttgart Airport / Messe station
Airport / fair train station
Data
Design Tunnel station
Platform tracks 2
abbreviation TFL
Price range 4th
opening April 18, 1993
location
City / municipality Leinfelden-Echterdingen
country Baden-Württemberg
Country Germany
Coordinates 48 ° 41 '24 "  N , 9 ° 11' 22"  E Coordinates: 48 ° 41 '24 "  N , 9 ° 11' 22"  E
Railway lines
Railway stations in Baden-Württemberg
i16 i16 i18

The Flughafen / Messe train station is a station in the Stuttgart S-Bahn network . Although it bears the name of Stuttgart in the official name , it is not located in the city district, but in the Echterdinger district. It is part of the airport tunnel .

On working days in 2011 an average of around 11,000 passengers per day were counted.

construction

The central platform is below terminal buildings 1, 2 and 3, around 20 m below the site. The platform was 210 m long when it went into operation and was extended by 2002 as part of the construction work for Terminal 3. The two 96 cm high platform edges are today (as of 2014) suitable for train lengths of up to 251 m.

A 450 m long tunnel section adjoins the platform area to the west. To the east there is a 400 m long parking and turning facility, which is followed by the section to Filderstadt. In the west end of the station, four switches connect the two tracks.

The gradient falls in the platform area with 1.67 per thousand to the east. To the west of the platform, after a short section at ground level, the route rises up to 29 per mille, to the east it drops down to the parking and turning area with initially 20 per mille.

Traffic volume

On working days in 2011 an average of around 11,000 passengers per day were counted. In a survey in 2008, around 5,000 newcomers and around 5,500 dropouts were counted.

A census determined a cross-sectional load of 14,600 passengers on the section towards Echterdingen for 2010. For the section towards Filderstadt, 8,300 travelers were specified. The source does not make a distinction between people entering and exiting as well as people passing through.

According to information provided by the airport company in 2013, after the station opened, 16 percent of passengers traveled by train. The share is now 23 percent. After the commissioning of Stuttgart 21, this share should increase to 40 percent.

A traffic forecast presented in 2013 expects 25,200 passengers to and from the station entering and leaving the station every day in 2025 (cross-sectional load). 14,900 are expected east of the station. A decrease of 200 to 8,100 travelers is expected on the section between the airport and Filderstadt. The S-Bahn extension to Neuhausen is not included.

history

When designing an S-Bahn system for the greater Stuttgart area in the 1960s, the transport planners also took the Filder plain into account . The railway line from Stuttgart-Rohr to Neuhausen auf den Fildern , on which the Stuttgarter Straßenbahnen AG and the Deutsche Bundesbahn had stopped passenger traffic in 1955, was to be expanded for future S-Bahn operations and thus enable a connection to Stuttgart Airport . At the time, however, better connecting the airport to the local public transport network was not a priority and was not a matter of urgency.

The construction of an S-Bahn line to the airport was the subject of the 3rd contract for the Stuttgart S-Bahn, which was concluded in 1978.

It was not until 1984 that the double-track expansion and electrification of the Stuttgart-Rohr –Echterdingen railway line began. A completely new route was created from Echterdingen to connect the airport. Due to the lack of space at the airport, only an underground train station was possible. The competition for the design of the station was won by the office of Gerkan, Marg und Partner .

An exception approval from 1988 allows a particularly low contact wire height in the station

This was built at the same time as Terminal 1, which opened in April 1992. The planning approval procedure for the section with the train station was completed after one year in September 1986. On October 10, 1986, Prime Minister Lothar Späth , Stuttgart's Lord Mayor Manfred Rommel and others broke ground . A 130 m long section of the platform area was primarily built in 18 months so that parts of the new terminal could be built on it. The shell of the 1.1 km long airport tunnel was built by the end of 1989. Due to the intensive tunnel work, the planned completion of the route and the station was delayed by several years, so that the S-Bahn line S2 initially ended in Oberaichen from May 1989.

The cost of the airport station is put at 109.4 million DM . Of this, DM 106.9 million was borne by S-Bahn funds and the remaining DM 2.5 million by the Deutsche Bundesbahn.

Trial operation began on March 2, 1993. On April 18, 1993, the inauguration of the Stuttgart Airport train station took place. The east head of the tunnel had already been prepared during the construction phase for the continuation of the underground route. In 2001, Deutsche Bahn AG implemented this option and opened the new section to Filderstadt- Bernhausen.

Due to inadequate fire protection, the Federal Railway Authority decreed with effect from September 27, 2001 that only one train was allowed to be in the station at any time. The only access available until then was not sufficient to be able to evacuate two long trains of the 420 series with 2300 people each (9 people per square meter) within 15 minutes. As a result, one of the two tracks was operationally closed. This restriction could later be lifted by opening a further entrance at Terminal 3. In order to create the necessary space, the existing relay interlocking was replaced by a compact electronic interlocking, which was put into operation in 2002. This controls the section between Oberaichen and Filderstadt.

In 2008 the station was renamed Stuttgart Airport / Exhibition Center in favor of the exhibition center , which opened in 2007 and is a new crowd puller in the Filder region and is located in the catchment area of ​​the train station .

Stuttgart 21

Location of the train station between the airport and the exhibition center and the course of the planned connection to the new Stuttgart - Wendlingen line
Schematic track plan in the airport area, with the plans for Stuttgart 21 .

As part of the major Stuttgart 21 project , the station is also to be served by long-distance trains running on the Gäubahn . This is made possible by the planned Rohrer curve and the airport curve , which will connect the east end of the station in an arc of around 180 degrees with the new Stuttgart – Wendlingen line (towards Stuttgart Hauptbahnhof). In addition, the Filderbahnhof is to be a double-track long-distance station for long-distance trains to and from the new Wendlingen – Ulm line as well as regional trains to and from Tübingen ( Kleine Wendlinger curve ).

In each of the two station heads, four switches should allow the change to the other station track.

In contrast, the opponents' alternative concept, head station 21, provides for the existing station to be retained, which is to be connected to the new line in the direction of Stuttgart and Ulm via a track triangle.

Critics criticize the planned design speeds of 80 km / h or (in the area of ​​Leinfelden-Echterdingen) 60 km / h. The level crossing of long-distance and regional trains towards Stuttgart Hauptbahnhof and S-Bahn trains towards Vaihingen in the west end of the station is also criticized.

The Stuttgart Region Association rejected reports that the S-Bahn cycle should be thinned out in the course of Stuttgart 21, stating that this was an outdated planning status before the fair opened.

In December 2018 it was announced that the railway plans to close the section for the S-Bahn for a period of twelve months for the construction of the Filderbahnhof. According to the airport press office, around 2.5 million passengers would be affected. Whether the closure should take place before the completion of the tram stop at the airport (probably at the end of 2021) remains unclear at first.

The discussion for plan approval section 1.3b is planned for July 2020 (as of January 2020). The planned display of a revised noise and vibration report planned for March and April 2020 was canceled in March 2020 due to the growing spread of SARS-CoV-2 .

As it became known at the end of June 2020, in the course of investigations for the Germany cycle, a tunnel to shorten travel times between the east end of the airport train station on the exhibition grounds and the Gäubahn between Rohr and Böblingen is being considered. This plan would replace the previously planned expansion of the airport / trade fair station.

Exceptional admission

Exceptional approval from the Federal Ministry of Transport, Building and Urban Development from June 18, 2010 (6 pages)

On November 2, 2004, DB Netz AG applied for a deviation from the Railway Construction and Operating Regulations (EBO) for the tunnel section adjoining the station . A dispute that lasted for years between Deutsche Bahn and the Federal Ministry of Transport broke out over this exemption.

In September 2006, according to Deutsche Bahn, the clarification of the procedural procedure was still pending. After submitting the plans again, the Federal Railway Authority should, according to its own information, apply to the Federal Ministry of Transport for an exemption. At that time, negotiations were in progress between the Federal Ministry of Transport, the state and Deutsche Bahn. Railway boss Hartmut Mehdorn considered the exception approval in July 2007 to be a matter of form. Investigations into the length of the platform were carried out in September 2007.

At a top-level meeting with DB representatives in October 2007, representatives of the Federal Ministry of Transport rejected the use of the existing station by long-distance and regional trains. Instead, the new station was to be connected to the Stuttgart-Rohr – Filderstadt railway line with a tunnel under the exhibition center. According to internal calculations, this should cost 80 to 100 million euros between the outskirts of Echterdingen and the new airport train station. The decisive factor for this decision was that with the planning of the Deutsche Bahn at the time, the accessibility of the S-Bahn would have been given up. Such a violation of the Equal Opportunities Act was unacceptable. According to a media report, the then Transport Minister Wolfgang Tiefensee finally refused to grant an exceptional permit due to the lack of accessibility. According to Tiefensee, the legal situation, according to which the S-Bahn station must remain barrier-free when boarding and disembarking the trains, was clear. The prerequisites for an exceptional approval were not given.

The project partners then assumed a completely new route between the Rohrer curve and the airport train station. According to media reports, the structural imponderables at the airport meant that after the agreement reached on July 19, 2007 on the financing of Stuttgart 21, the financing contract was delayed by over a year.

At the beginning of 2008, the DB considered lengthening the platform to around 300 m and lowering it largely to the 76 cm standard in long-distance and regional traffic, with boarding areas increased to 96 cm at both ends for the S-Bahn. So there should be barrier-free access at the first door in the direction of travel from the S-Bahn. This should enable the exceptional approval. At the beginning of March 2008, the Federal Ministry of Transport announced that, due to a new legal interpretation, no exceptional authorization was required for the shared use of the station by long-distance trains, but that the adjoining S-Bahn tunnel would be required. An equally conceivable height adjustment of one of the two edges was viewed critically by Deutsche Bahn due to the operationally unfavorable direction change operations and the lack of alternative options in the event of a malfunction.

Tiefensee initially promised the exception approval for 2008, but later rejected it due to a lack of safety evidence.

According to a media report, the exemption at the end of 2009 was only a matter of time. According to the Federal Ministry of Transport, Deutsche Bahn documents were checked at the time with the aim of granting the exceptional approval as quickly as possible. The company had to provide evidence that all of the vehicles envisaged were designed for the route and that the escape routes in the tunnel were sufficient and safe. In addition, she had to present a concept for a quick and safe evacuation of the tunnels in an emergency. According to the ministry, a previous promise by the new Federal Transport Minister Peter Ramsauer to decide on the exemption by the end of 2009 was not possible because Deutsche Bahn had submitted new documents to the Federal Railway Authority. According to the Federal Railway Authority, Deutsche Bahn had not provided the necessary proof of the same level of security by March 2010. In particular, there was a lack of sufficient documentation on the evacuation concept.

Deutsche Bahn submitted a number of proposals to the ministry to increase security. According to the Federal Ministry of Transport, Deutsche Bahn had not yet submitted all the documents required for a decision by mid-May 2010, which in particular would allow an examination of the evacuation concept. The exceptional approval was ultimately delayed until 2010.

In a letter dated June 18, 2010, the Federal Minister of Transport finally approved (according to § 3 (1) a of the EBO), on the route Leinfelden - Stuttgart Airport between the route kilometers 20.6 to 24.7 of the standard clearance profile (Appendix 1 to § 9 EBO ) to deviate. For two sections (km 21.980 to 22.465; and 23.705 to 24.057) the minimum track center distance was reduced from 4.00 m to at least 3.80 m ( Section 10 (2) sentence 1 EBO ). Project opponents criticized the exemption.

The exceptional approval, which was initially limited to December 31, 2035, was linked to numerous requirements: The tunnel may only be driven through by electric vehicles with bogies (no single wheel sets), the tilting technology must be switched off technically and safely, the vehicle doors must also be on Let the S-Bahn platform (96 cm) open. Vehicles with folding doors or windows that can be opened by the passenger are prohibited . In the event of unforeseen stops, an emergency call must be made and both tracks must be closed. The escape routes at the tunnel are to be enlarged from 80 cm to 1.00 m in width (the standard width of 1.20 m would be technically complex to produce), handrails , tunnel lighting and escape route signs adapted. According to the Federal Ministry of Transport, the 2035 exemption should be checked for suitability with regard to the development of traffic.

As part of the concept, the northern edge of the platform will be used by long-distance and regional trains in the future. The entrance height of 96 cm of the S-Bahn track should be kept unchanged.

With the submitted exception permit, the treatment of the plan approval procedure in the affected plan approval section 1.3 could be started. In the course of the proceedings, Deutsche Bahn referred, among other things, to the Prague tunnel (also used by long-distance traffic) with a track spacing of just 3.60 m. According to the railway, the use of the tunnel by long-distance traffic is the best solution in view of the additional space required with other routes. The above-ground part of the route is also the subject of the planning approval procedure. The track spacing in this section is to be increased from 3.80 to 4.00 m. The Federal Railway Authority has not yet opened the hearing procedure for this plan approval section (status: May 2013). The section is scheduled to go into operation in 2023.Template: future / in 3 years

If the use of the existing train station had not been approved, it would have been necessary to build an additional connection from Rohr to Filderbahnhof. The new route would have run in a tunnel from the outskirts of Echterdingen to the airport; the exhibition halls, which are up to 17 m deep, would have had to be bypassed. According to Deutsche Bahn's calculations, this would have resulted in additional costs of around 80 to 100 million euros, including the necessary integration into the new line. If the new line had to be extended to Rohr (separation of S-Bahn and regional / long-distance traffic), even higher costs would have been expected. According to the railway, this would also have led to construction delays.

The time limit for the exemption was lifted in September 2018. This was linked to reporting requirements after five and fifteen years of operation. Furthermore, the traffic with vehicles was demonstrated for the dimensions of which the compliance with a reference line extending over the reference line G2 according to Annex 8 of the EBO, which corresponds to the clearance of the existing infrastructure, was verified. In addition, instead of expressly naming the emergency brake override, compliance with the requirements of operational class 2 according to EN 45545 was required.

According to the federal government, the tilting technology should be switched off via the driver or "via contactors that have yet to be installed on the route that communicate with the locomotive".

Operating concept

A draft timetable concept presented in mid-2008 sees operational restrictions in the route construction in the future connection to the Gäubahn. For long-distance and regional trains in the approach to the Gäubahn due to the train sequence to the S-Bahn, travel time supplements of around seven minutes on average are required. The construction of the operating program at the station is tight.

The longer travel times and other disadvantages could have been eliminated by mid-2010 through optimization. DB Netz is looking (as of mid-2010) for solutions to reduce the potential for conflict . Solutions for fast half-hourly routes for ICE and regional express traffic were found in the planning process. To improve the stability of the timetable, DB Netz is demanding, among other things, a double-track expansion of the line between the station and the new line as well as double track changes (with four switches each) in both station heads.

According to the planning status from the end of 2010, six S-Bahn trains per hour are to run on one track in the station. Of these, two trains should turn around in the station and four continue to Filderstadt. The second track, however, is intended for the other trains; two trains are to run here per hour and direction; According to the railway, the occupancy rate of this platform track is 20 percent. In the event of a malfunction, the other track can be used by changing tracks on both sides of the station, whereby barrier-free access is no longer guaranteed. In particular, the operation by long-distance trains results in higher fire loads that require the station to be converted.

A study by the Transport Science Institute at the University of Stuttgart on behalf of DB ProjektBau confirmed that the planned operating concept was of good operational quality. During the planning approval procedure, the Federal Railway Authority (EBA) questioned whether the station's capacity was sufficient. The EBA considered the optimal performance range of 11 to 16 trains per hour determined in an expert opinion by Ullrich Martin to be “under no circumstances drivable and plannable”, and the determined performance was “extremely marginal”. The authorities requested an investigation that included the entire area from Filderstadt or Herrenberg to the main train station. The authority considers a larger-scale consideration to be necessary.

costs

Due to changed fire protection regulations in 2011 there was a risk of around 50 percent of 23 million euros.

technology

The electronic interlocking is to be upgraded to a digital interlocking in the course of the project , and existing H / V signals are to be replaced by Ks signals .

Rail operations

The station is served by the Stuttgart S-Bahn. The S-Bahn to Filderstadt runs on platform 1. Track 2 is assigned to the S-Bahn in the direction of Rohr. The S-Bahn line S3 mostly ends at platform 2. Passengers have two exits with escalators, each of which leads to a mezzanine. Terminal 1 and the exhibition center can be reached via the western mezzanine. Terminal 3 can be reached from the eastern mezzanine.

According to Deutsche Bahn AG, the airport / fair station corresponds to station category 4.

line route Clock frequency
S 2 Schorndorf - Endersbach - Waiblingen - Fellbach - Nürnberger Straße - Bad Cannstatt - Central Station - City Center - Schwabstraße - Vaihingen - Rohr - Airport / Exhibition Center - Filderstadt 30-minute intervals
S 3 Backnang - Winnenden - Waiblingen - Fellbach - Bad Cannstatt - Central Station - Vaihingen - Rohr - Airport / Exhibition Center 30-minute intervals

Web links

Individual evidence

  1. ↑ a b Landtag of Baden-Württemberg (ed.): Application by the Abg. Wolfgang Raufelder et al. GRÜNE and statement from the Ministry of Transport and Infrastructure: Comfortable people and environmentally friendly solutions for the Gäubahn ( Memento of the original from April 13, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . Printed matter 15/1629 of April 27, 2012, p. 5. (PDF) @1@ 2Template: Webachiv / IABot / www2.landtag-bw.de
  2. ↑ a b c d e f The airport station . In: Jürgen Wedler, Manfred Thömmes, Olaf Schott: The balance sheet. 25 years of planning and building the Stuttgart S-Bahn. W. Kohlhammer Verlag, Stuttgart 1993, ISBN 3-925565-03-5 , pp. 253-267.
  3. ↑ The new Terminal 3 is growing in giant steps . In: Airport Stuttgart (Ed.): Flyer . No. 4 , 2002, ZDB -ID 130230-9 , p. 6 ( PDF file , 3.5 MB [accessed April 13, 2014]). PDF file ( Memento of the original from February 3, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.flughafen-stuttgart.de
  4. ↑ Deutsche Bahn AG: Platform information : Station Stuttgart Airport / Messe ( Memento of the original from September 23, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . Information page as of April 2, 2014, accessed on April 13, 2014. @1@ 2Template: Webachiv / IABot / www.deutschebahn.com
  5. ↑ a b c d Olaf Schott: Planning and construction of the S-Bahn to Stuttgart Airport. In: Die Deutsche Bahn , issue 4/1993, pp. 291-310.
  6. ^ A b Verband Region Stuttgart (Ed.): Annex 4.1 to the template 190/2013; Examination of the transport committee on May 8, 2013 . May 8, 2013, p. 2, 4 ( PDF file (5 MB)).
  7. ↑ Winged doer . In: Bahnprojekt Stuttgart – Ulm e. V. (Ed.): Reference . No. 5 , 2013, ZDB -ID 2663557-4 , p. 18-20 .
  8. ^ Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN  0007-5876 , pp. 681-688 .
  9. ^ Stuttgart airport train station . In: Renaissance of the railway stations. The city in the 21st century . Vieweg Verlag , 1996, ISBN 3-528-08139-2 , p. 108 f.
  10. ^ Daniel Riechers: Filderbahn on new tracks . In: Verkehr und Technik . 2001, ISSN  0340-4536 , p. 534-538 .
  11. ↑ a b Second specialist arbitration (PDF; 563 kB), presentation slides by Ingulf Leuschel, presented in the 3rd specialist arbitration on the Stuttgart 21 project on October 29, 2010, pp. 3, 4.
  12. ^ Initiative Leben in Stuttgart - no Stuttgart 21 (Ed.): K21 - the alternative to ″ Stuttgart 21 ″ . 3rd edition (52 pages), 2009 PDF file ( Memento of the original from September 28, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (5.77 MB), p. 16 f. @1@ 2Template: Webachiv / IABot / www.kopfbahnhof-21.de
  13. ↑ Vieregg-Rössler GmbH (Ed.): Presentation of the operational deficiencies of the Stuttgart 21 project ( Memento of December 18, 2011 in the Internet Archive ) (PDF file; 86 kB). Munich, August 2008, pp. 14 f, 16.
  14. ↑ Annette Mohl: The future cycle remains unclear . Stuttgart news . September 23, 2010. Retrieved February 1, 2011.
  15. ↑ Christian Milankovic: S-Bahn blockade near Stuttgart 21: 2.5 million passengers have to change trains. Stuttgarter Zeitung , December 17, 2018, accessed on December 19, 2018 .
  16. ↑ Application by Abg. Daniel Renkonen et al. GREEN and opinion from the Ministry of Transport. (PDF) Secure the future of the Gäubahn. In: landtag-bw.de. State Parliament of Baden-Württemberg, January 28, 2020, p. 3 , accessed on March 22, 2020 .
  17. ↑ Trippen: Notice. (PDF) Plan approval procedure for the plan approval section (PFA) 1.3b "Gäubahnführung" of the project "Extension and new construction line Stuttgart - Augsburg in the Stuttgart - Wendlingen area with airport connection" of DB Netz AG, represented by DB Projekt Stuttgart-Ulm GmbH
    Supplementary plan display / Hearing on the 2nd plan change
    here: cancellation of the plan display. In: rp.baden-wuerttemberg.de. Regional Council Stuttgart, March 2020, accessed on March 22, 2020 .
  18. ↑ Christian Milankovic: Gäubahn in the tunnel? In: Stuttgarter Nachrichten . tape 75 , June 26, 2020, p. 16 .
  19. ↑ a b c Federal Ministry of Transport, Building and Urban Development (Ed.): Annex to the letter from the BMVBS of June 18, 2010 - LA 15 / 32.31.01 / 17 DB 10– . Six page document dated June 18, 2010.
  20. ↑ a b Thomas Braun: ICE may use the S-Bahn route in the future . In: Stuttgarter Zeitung . June 22, 2010, p. 19 .
  21. ^ Mathis Bury: Gäubahn connection slows down procedures . In: Stuttgarter Zeitung . September 1, 2006, p. 19 .
  22. ↑ a b Konstantin Schwarz: Bahn faces a fiasco . In: Stuttgarter Nachrichten . March 18, 2010, p. 19 .
  23. ↑ Alexander Ikrat: Stuttgart 21: Procedure gets going . In: Stuttgarter Nachrichten . tape 62 , September 6, 2007.
  24. ↑ a b Konstantin Schwarz, Michael Isenberg: Ministry of Transport slows down Stuttgart 21 planners . In: Stuttgarter Nachrichten . October 17, 2007, p. 19 ( online ). online ( Memento of the original from July 22, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / content.stuttgarter-nachrichten.de
  25. ↑ Tiefensee criticizes planners . In: Stuttgarter Zeitung . October 19, 2007, p. 23 .
  26. ↑ Michael Isenberg: Correction to Stuttgart 21: Bahn should bear costs . In: Stuttgarter Nachrichten . October 18, 2007, p. 22 .
  27. ↑ Konstantin Schwarz: Profitability at risk again . In: Stuttgarter Nachrichten . June 4, 2008, p. 17 .
  28. ↑ a b c Konstantin Schwarz: S-Bahn station at the airport threatens to trip over . In: Stuttgarter Nachrichten . April 3, 2008, p. 20 (similar version online ).
  29. ^ A b Thomas Braun: The minister checks and checks and checks ... In: Stuttgarter Zeitung . January 27, 2010, p. 20 ( stuttgarter-zeitung.de ).
  30. ↑ Konstantin Schwarz: ICE is allowed to use narrow S-Bahn tunnels . In: Stuttgarter Nachrichten . June 22, 2010, p. 15 .
  31. ↑ Approval is pending . In: Stuttgarter Zeitung . December 9, 2009, p. 19 .
  32. ↑ Bahn has to wait for approval from Berlin . In: Stuttgarter Nachrichten . December 29, 2009, p. 17 .
  33. ↑ Konstantin Schwarz: Bahn insists on special rights . In: Stuttgarter Nachrichten . March 19, 2009, p. 17 .
  34. ^ Jörg Nauke: Fildertunnel: Federal government warns of evacuation concept . In: Stuttgarter Zeitung . March 18, 2010, p. 21 .
  35. ↑ a b c Problems with the Filderbahnhof . In: Stuttgarter Zeitung , March 18, 2010.
  36. ↑ Doers leave many questions unanswered . In: Stuttgarter Zeitung , May 12, 2010.
  37. ↑ The ministry is waiting for the train, the train is waiting for the ministry ( memento of the original from June 23, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . In: Stuttgarter Nachrichten , May 20, 2010. @1@ 2Template: Webachiv / IABot / www.stuttgarter-nachrichten.de
  38. ↑ a b Thomas Braun: Can Ramsauer leave a back door open? In: Stuttgarter Zeitung . June 24, 2010, p. 23 .
  39. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from the MPs Winfried Hermann, Birgitt Bender, Dr. Anton Hofreiter, another member of parliament and the Alliance 90 / THE GREENS parliamentary group - printed matter 17/2614 - (PDF; 108 kB). Printed matter 17/2723 dated August 6, 2010.
  40. ↑ a b German Bundestag (ed.): Answer of the Federal Government to the minor question from the MPs Winfried Hermann, Dr. Anton Hofreiter, Bettina Herlitzius, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 17/5571 - (PDF; 87 kB). Printed matter 17/5700 of May 3, 2011.
  41. ↑ Deutsche Bahn AG: Bahn continues to rely on exemption for the use of the S-Bahn tunnels at the airport . Press release from March 18, 2010.
  42. ↑ DB Mobility Logistics AG (Ed.): Entire S 21 route through Leinfelden-Echterdingen included in the planning approval . Press release from July 22, 2010.
  43. ↑ http://www.swp.de/ulm/nachrichten/suedwestumschau/Die-S-21-Projektpartner-druecken-auf-den-Fildern-aufs-Tempo;art4319,3521677
  44. ↑ Hans Dieter Müller: Project Stuttgart 21, plan approval section 1.3 - Change of the permitted exception to § 9 EBO. (PDF) Federal Ministry of Transport and Digital Infrastructure, September 19, 2018, accessed on June 26, 2019 .
  45. ↑ a b German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/9108 - . Stuttgart 21 - Cost development and implementation of planning approval section 1.3 (connection to the airport). tape 19 , no. 10035 , May 9, 2019, ISSN  0722-8333 , p. 3 f . ( BT-Drs. 19/10035 ).
  46. ↑ SMA + Partner (ed.): Discussion of the Stuttgart - Ulm rail project . Presentation slides from June 4, 2008 (PDF files, 7 MB each: Part 1 (PDF; 7.6 MB), Part 2 ; PDF; 7.5 MB), pp. 20–24.
  47. ↑ SMA and Partner: Statement from SMA and Partner AG on the publication of confidential meeting documents (PDF file; 65 kB). "Version 1-00" from July 28, 2010, p. 5.
  48. ^ Konstantin Schwarz: Fire load in the old airport train station . In: Stuttgarter Nachrichten (online edition), March 2011.
  49. ↑ Landtag of Baden-Württemberg (ed.): Small inquiry from Abg. Werner Wölfle GREEN and answer from the Ministry of the Interior Operational problems with the connection of the Gäubahn to Stuttgart 21 ( Memento of the original from August 6, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 48 kB). Printed matter 14/3168 of August 26, 2008. @1@ 2Template: Webachiv / IABot / www.landtag-bw.de
  50. ↑ Ullrich Martin, Peter Breuer, Ralf Hantschel: Performance study at the Terminal in Stuttgart 21: final report , p. 17 (p. 23 in the PDF).
  51. ↑ Jörg Nauke: Federal Office considers Fildertrasse to be borderline . In: Stuttgarter Zeitung , March 12, 2011.
  52. ^ Konstantin Schwarz: Railway inspectors correct Mappus . In: Stuttgarter Nachrichten , March 18, 2011.
  53. ↑ DB ProjektBau: Large-scale project Stuttgart 21 - Wendlingen - Ulm: opportunities and risks (excerpt as PDF file; 2.7 MB), Stuttgart, March 25, 2011, p. 6 (PDF).
  54. ↑ Annex 03.0.1 Description of services for the digital node Stuttgart. (PDF) Appendix I to the application requirements. In : ieterportal.noncd.db.de. Deutsche Bahn, pp. 175–177 , archived from the original on October 21, 2019 ; Retrieved on October 22, 2019 (Annex_I_Anlage_03.0.1 _-_ Leistungsbeschreibung.pdf in the ZIP archive).