Stuttgart-Bad Cannstatt train station

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Stuttgart-Bad Cannstatt
Bad Cannstadt station.jpg
Bad Cannstatt train station
Data
Location in the network Separation station
Design Through station
Platform tracks 8th
abbreviation TSC
IBNR 8005769
Price range 3
opening October 22, 1845
Profile on Bahnhof.de Stuttgart-Bad_Cannstatt
Architectural data
Architectural style Round Arch Style (1845)
architect Michael Knoll (1845)
Martin Mayer (1915)
location
City / municipality Stuttgart
Place / district Bad Cannstatt
country Baden-Württemberg
Country Germany
Coordinates 48 ° 48 '6 "  N , 9 ° 13' 4"  E Coordinates: 48 ° 48 '6 "  N , 9 ° 13' 4"  E
Height ( SO ) 222  m above sea level NHN
Railway lines
Railway stations in Baden-Württemberg
i11 i16

The Bad Cannstatt station is named after the main station of the second most important and with its eight tracks of the second largest passenger station 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.

history

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.

Until World War II

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 during 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 , did not follow until May 26, 1925 due to the war and lack of money. Hotels for the many spa guests were initially located 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 came to a halt before the station's entry signal , which indicated "Halt" . 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, the N 3108 drove onto the P 1414. 10 people died and another 56 were injured.

On April 30, 1989, the alternative junction in Bad Cannstatt 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 .

In May 2006, after 20 months of work, a comprehensive modernization of the station was completed. The occasion was the 2006 World Cup . Barrier-free access to the platforms was created by means of lifts and the platform coverings were renewed, whereby the listed 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.

Reception building

first reception building from 1845
first station building after the renovations in 1863 and 1886 (postcard from around 1900)

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 risers . 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 a locomotive shed lay symmetrically to the left and right . In addition, there was a freight hall from the start .

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

The new reception building, designed by Martin Mayer and completed in 1915, 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 figures of Zeus , Hermes and Athena .

Rail operations

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.

Bad Cannstatt station is assigned to station category 3.

Platform data

  • 1/76 cm / 253 m
  • 2/96 cm / 223 m
  • 2/55 cm / 53 m
  • 2/28 cm / 85 m
  • 3/96 cm / 223 m
  • 3/55 cm / 53 m
  • 3/28 cm / 85 m
  • 4/76 cm / 240 m
  • 4/55 cm / 70 m
  • 5/55 cm / 330 m
  • 6/55 cm / 298 m
  • 7/55 cm / 298 m
  • 8/55 cm / 291 m

Regional traffic

route Clock frequency
RE R8 Stuttgart - Bad Cannstatt  - Esslingen (Neckar) - Plochingen - Nürtingen - Metzingen (Württ) - Reutlingen - Tübingen Hourly (half-hourly in peak hours)
RE 19 Stuttgart - Bad Cannstatt  - Waiblingen - Backnang - Gaildorf West - Schwäbisch Hall-Hessental (- Crailsheim) Every two hours (during peak hours to Crailsheim)
RE 90 Stuttgart - Bad Cannstatt  - Waiblingen - Backnang - Gaildorf West - Schwäbisch Hall-Hessental - Crailsheim - Ansbach - Nuremberg Every two hours
RB 13 Stuttgart - Bad Cannstatt  - Aalen (- Ellwangen - Crailsheim) Half-hourly (hourly to Ellwangen, two-hourly to Crailsheim)
RB 16 Stuttgart - Bad Cannstatt  - Esslingen (Neckar) - Plochingen - Göppingen - Geislingen (Steige) - Ulm Hourly (+ amplifier)
RB 19 Stuttgart - Bad Cannstatt  - Waiblingen - Backnang - Gaildorf West (- Schwäbisch Hall-Hessental - Crailsheim) Hourly (Mon-Fri only, in the afternoon to Schwäbisch Hall, individual trains to Crailsheim)

Since the timetable change on December 10, 2017, departure times are no longer given for some of the regional trains departing from Bad Cannstatt in the direction of the main station, and passengers in this direction are not welcome. The regulation applies to the opposite direction in the same way.

Train

line Walkway
S 1 Kirchheim unter Teck - Wendlingen - Plochingen - Esslingen - Neckarpark - Bad Cannstatt - Central Station - Schwabstraße - Vaihingen - Rohr - Böblingen - Herrenberg (Repeater trains in rush hour traffic between Plochingen and Böblingen.)
S 11 Neckarpark - Bad Cannstatt - Central Station (deep) - City Center - Schwabstraße - Vaihingen - Rohr - Böblingen - Herrenberg
S 2 Schorndorf -… - Endersbach -… - Fellbach - Waiblingen -… - Nürnberger Straße - Bad Cannstatt - Central Station - City Center -… - Schwabstraße -… - Vaihingen - Rohr -… - Airport / Exhibition Center - Filderstadt (repeater trains in rush hour traffic between Schorndorf and Vaihingen. )
S 3 Backnang - Winnenden - Waiblingen - Bad Cannstatt - Hauptbahnhof - Schwabstraße - Vaihingen - Rohr - Airport / Messe (Since the opening of the New Trade Fair, trains to the airport have been running on weekends, in the late evening only traffic to Vaihingen, amplifier trains during rush hour between Backnang and Vaihingen. )

In mid-2017, almost 90 percent of the S-Bahn trains going into town in Bad Cannstatt were delayed, with an average delay of around 1.3 minutes.

outlook

In the course of the “ Stuttgart 21 ” project, various changes to the railway systems at the station are planned. The west head of the facility is to be rearranged in the course of the project. Platforms 2 (tracks 2 and 3) and 3 (tracks 4 and 5) are to be shortened, although according to DB, these areas are no longer used today. The renovation is to take place after completion of the neighboring Neckar Bridge Bad Cannstatt in 2019 (as of 2015). A single-track line to the Untertürkheim parking station is planned in the east head . The station is also to be equipped with ETCS Level 2 "with signals" (status: May 2019).

The Bad Cannstatt relay interlocking is to be incorporated into a Stuttgart digital interlocking by 2025 .

A feasibility study financed by the Stuttgart region and the state, the final version of which should be available at the beginning of 2018, estimates the cost of increasing the platform on track 1 after Stuttgart 21 goes into operation at 2.5 million euros. The VRS Transport Committee spoke out in favor of this measure in mid-November 2017. On April 22nd, 2020, the VRS Transport Committee decided to commission a corresponding planning (work phases 1 to 4).

A progressive scenario of a traffic forecast presented in 2020 for the year 2030 provides for two additional compressor trips per hour between Endersbach and Bad Cannstatt during rush hour .

See also

literature

  • Julius Hoffmann: Architectural Guide Stuttgart and the Stuttgart Area 1971, ISBN 3-87346-041-6
  • Andreas M. Räntzsch: Stuttgart and its railways. The development of the railway system in the Stuttgart area . Uwe Siedentop, Heidenheim 1987, ISBN 3-925887-03-2 .
  • Andreas M. Räntzsch: The inclusion of Stuttgart in the modern transport system through the construction of the railway (volume 1 and 2). Publishing house Dr. Kovač, Hamburg 2005 (also dissertation, University of Stuttgart, 2005), ISBN 3-8300-1958-0

Web links

Commons : Bahnhof Stuttgart-Bad Cannstatt  - Collection of images, videos and audio files

Individual evidence

  1. ↑ State Parliament of Baden-Württemberg: Small inquiry from Abg. Boris Palmer and the answer from the Ministry for the Environment and Transport: State of the most important train stations in Baden-Württemberg ( memento from July 19, 2011 in the Internet Archive ) Printed matter 13/4069 (PDF; 107 kB) from March 18, 2005, p. 2
  2. ^ Albert Mühl, Kurt Seidel: The Württemberg State Railways . 2nd edition, Konrad Theiss Verlag, Stuttgart, 1980, ISBN 3-8062-0249-4 , p. 251
  3. ^ Günter Dutt: A journey through 150 years of tunnel structures in Württemberg . In: Yearbook for Railway History, Volume 28, 1996, ISSN  0340-4250 , pp. 47-64
  4. ^ Hans Joachim Ritzau: Railway disasters in Germany. Splinters of German history . Vol. 1: Landsberg-Pürgen 1979, p. 54
  5. ↑ Hans-Joachim Ritzau, Jürgen Höstel: The catastrophe scenes of the present = railway accidents in Germany, Vol. 2. Pürgen 1983. ISBN 3-921304-50-4 , p. 110
  6. ↑ Chronicle . In: Railway courier . No. 4 , April 2019, ISSN  0170-5288 , p. 35 .
  7. ^ Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN  0007-5876 , pp. 681-688 .
  8. ↑ Roland Feitenhansl: Heilbronn station - its reception building from 1848, 1874 and 1958 . DGEG Medien, Hövelhof 2003, ISBN 3-937189-01-7 , p. 102 .
  9. ^ A b Eberhard Kitter: The railway station building in the Kingdom of Württemberg before 1854 . Stuttgart 1973, p. 153-157 .
  10. ↑ Feitenhansl (2003), p. 180
  11. ↑ Feitenhansl (2003), p. 41
  12. ↑ Platform information ( Memento from June 10, 2015 in the Internet Archive )
  13. ↑ Study on the introduction of ETCS in the core network of the Stuttgart S-Bahn. (PDF) Final report. WSP Infrastructure Engineering, NEXTRAIL, quattron management consulting, VIA Consulting & Development GmbH, Railistics, January 30, 2019, p. 287 , accessed on April 30, 2019 .
  14. ^ DBProjektBau GmbH, Northwest Branch (Ed.): Plan approval documents. Redesign of the Stuttgart railway junction. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.5: Access to Feuerbach and Bad Cannstatt. Construction km -4.0 -90.3 to -0.4 -42.0 and -4.8 -64.4 to -0.4 -42.0.
    Appendix 1: Explanatory report. Part III: Description of the plan approval area     .
    Document dated June 9, 2006. Plan approved on October 13, 2009 by the Federal Railway Office, Karlsruhe / Stuttgart branch (file number 59160 PAP-PS21-PFA1.5 ), p. 48 f, 56
  15. ↑ Uli Nagel: Start of construction for the new railway bridge at the end of 2015 . In: Esslinger Zeitung . March 27, 2015, ZDB -ID 125919-2 , p. 3 .
  16. ↑ Michael Kümmling: ETCS Equipment Areas Stuttgart 21. (PDF) In : barkerportal.noncd.db.de. Deutsche Bahn, May 10, 2019, archived from the original on October 21, 2019 ; Retrieved on October 21, 2019 (Annex_03.1.10 _-_ Overview sketch_ETCS equipment stand.pdf in the ZIP archive).
  17. ↑ Peter Reinhart: The operational and transport benefits of the Stuttgart-Ulm project. (PDF) A brief overview in highlights. DB project Stuttgart-Ulm, January 27, 2020, p. 43 f. , accessed January 30, 2020 .
  18. ↑ Thomas Durchdenwald: Does the panorama train lead to the north station? In: Stuttgarter Nachrichten . tape 72 , November 16, 2017, p. 20 (similar version online ).
  19. ↑ Region decides to invest in S-Bahn infrastructure. In: region-stuttgart.org. Verband Region Stuttgart, April 23, 2020, accessed on April 23, 2020 .
  20. ↑ Presentation No. 052/2020. (PDF) On agenda item 5 S-Bahn infrastructure investment offensive (QSS measures). Report on the current status of the drafting of the contract, preparation of the necessary supplementary agreements with the DB PSU. In: gecms.region-stuttgart.org. Verband Region Stuttgart, April 7, 2020, pp. 1–3 , accessed on April 23, 2020 .
  21. ^ Stefan Tritschler, Moritz Biechele: Update of the VRS traffic model. (PDF) Transport Science Institute Stuttgart, January 20, 2020, p. 9 f. , accessed on January 16, 2020 .