Stuttgart Mittnachtstrasse train station

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future line network of the Stuttgart S-Bahn

The Stuttgart Mittnachtstraße station is a station of the Stuttgart S-Bahn under construction as part of Stuttgart 21 . It is intended to open up the Rosensteinviertel , which is being created in the course of the major project, and the area between Nordbahnhofstrasse and Rosensteinstrasse. At the same time, the station is intended to shorten the travel times for 20,000 S-Bahn passengers daily in traffic between Feuerbach and Bad Cannstatt by eliminating the previous detour via the main station .

The station is to be served by all lines of the Stuttgart S-Bahn.

Around 70,000 people entering and leaving are expected every day. Critics of the new station point out that the travel time for around 10,000 transfer passengers within the framework of the schedule assumed in the stress test would be extended by five minutes and for another 196,000 passengers the travel time would be extended by two minutes.

The station is briefly referred to as TSMS in the operating point directory .

construction

The station is to be built south of Mittnachtstrasse, which is to be extended to the station, parallel to Rosensteinstrasse. The route is curved, the gradient drops to the south.

The station is to be built as a 262 m long trough structure . A 208 m long and 10 m wide central platform is to be built there. This is to be accessed from the north with a staircase, two escalators and an elevator, from the southern end of the platform with a staircase and an escalator (an elevator is optionally provided). The platform and the entrances are to be completely covered.

Immediately after the northern end of the platform, the tracks branch out. After a short tunnel section, the tracks in the direction of the north station are to be led above ground on a ramp to the north station and connect there to the existing structure. The tracks in the direction of Bad Cannstatt run underground to the Neckar bridge in the new Rosenstein tunnel . A transfer point with four points is to be set up towards the north station .

The S-Bahn line between the train station and the main train station is to be run underground so that the areas above can be used for urban development. To the south, two single-track tubes are to be connected to the Mittnachtstraße station, which will then be merged into a double-track tube in the direction of the main station in a 100 m long expansion structure. At the level of the shipping route, the tube should again branch into two individual tubes and connect there to the existing tunnel. The entire tunnel structure is to be constructed using the open construction method until it is connected to the existing tunnel at the main train station. The design speed of the S-Bahn systems in plan approval section 1.5 is 80 km / h.

history

planning

Feasibility study

The station was already included in the feasibility study of the Stuttgart 21 project submitted at the beginning of 1995. It was supposed to merge the newly laid S-Bahn lines from the direction of the Nordbahnhof and Bad Cannstatt and bundle them in the direction of the main station. The travel times in the corner transfer traffic between the lines S1 to S3 (to and from Bad Cannstatt) and S4 to S6 (to and from Feuerbach) should be shortened with the train station and the main train station, the busiest S-Bahn station, should be relieved. The four-track station should have three central platforms. (The S-Bahn station at the main train station was used by around 120,000 passengers a day in 1993, of which around 15,000 were in cross-corner traffic between Feuerbach and Bad Cannstatt and around 50,000 were boarding and disembarking.)

The long-distance railway tracks to Feuerbach should run below the regional platforms, while the long-distance railway tracks to Bad Cannstatt should be in an east-northeast direction immediately south of the station. To the southwest of the station, the common long-distance railway tunnel coming from the main station was to be split into two branches towards Feuerbach and Bad Cannstatt.

The operational concept of the feasibility study provided for 310 trains per working day in relation to the main station, 151 in the direction of Zuffenhausen and 159 in the direction of Bad Cannstatt. According to the report for the feasibility study from 1995, 45 percent of the traffic growth forecast in the course of Stuttgart 21 should result from the connection of the S-Bahn lines at the station (the remaining 55 percent from the connection of regional transport lines).

Pre-project

The station was also included in the preliminary project in 1995. In contrast to the feasibility study, a direct route was favored in the direction of Feuerbach, which no longer touched the station.

As part of the S5 variant favored in the preliminary project , the station was planned as a three-story structure. The S-Bahn tracks from and to Feuerbach were to be on the upper level, those to and from Bad Cannstatt on the lower level. This was to avoid overpass structures north of the station. Below that, on a third level, the long-distance railway should be run.

This variant was later discarded. In addition to high construction costs, Deutsche Bahn cited disadvantages for passengers transferring between Feuerbach and Bad Cannstatt (over-the-corner traffic) and interventions in the upper mineral water top layer ( Lettenkeuper ) due to the three-story design.

Spatial planning procedure

As part of the regional planning procedure, it was recommended to set up a sweeping system south of the station so that trains could be turned around in the event of operational disruptions. Operational studies initially recommended the establishment of a simple sweeping track. This gave rise to the idea of ​​setting up the sweeping system south of the station. For this purpose, a three-track tunnel cross-section was to be created over a length of around 250 m. The sweeping track would have been arranged with a slight longitudinal incline between the two main tracks on the slope. According to the DB, an investigation showed that this solution was too complex and therefore uneconomical. Instead, in the course of the planning approval, it was planned to set up an approximately 220 m long sweeping track in a space to be created in the course of construction in the S-Bahn entrance of the main station. According to DB, this is the most economical solution.

Forecasts around 1997 expected 35,000 passengers a day at the new station. Around 13,000 people should transfer in cross-corner traffic.

Further planning

The design of the station is in the planning stage (as of March 2015).

According to a study presented in 2019 for the introduction of ETCS on the Stuttgart S-Bahn , the Mittnachtstraße station in the southern direction of travel is decisive for the capacity ( minimum train headway ) of the main line.

Operating concept

The longer travel times (about two minutes) caused by the stop at the station require a rescheduling of the Stuttgart S-Bahn system. The timetable and line structure of the S-Bahn should remain unaffected according to the planning status from July 2010.

A traffic forecast presented in January 2020 expects a cross-sectional load of 83,800 passengers per day between Bad Cannstatt and Mittnachtstraße, and 89,000 between Nordbahnhof and Mittnachtstraße. With 147,200 passengers, it will be the most heavily used section in the S-Bahn network between the main train station and Mittnachtstraße.

construction

The structure is part of lot 4 of planning approval section 1.5 of the Stuttgart 21 project. In addition to the S-Bahn station, around 2.3 km of new railway line is to be built between the main station and the north station, including 1.5 km of open-cut tunnels and a Railway bridge over the Ehmannstrasse. The construction contract for this lot was advertised in the Official Journal of the European Union on October 12, 2010 . The construction contract to be awarded is to run from April 14, 2011 to December 31, 2019.

In the course of the 15th plan change in plan approval section 1.5, the Federal Railway Authority approved - in deviation from the plan approval decision - tree felling work and the pruning of woody plants to clear the construction site before October 2014.

In the course of the introduction of ETCS on the Stuttgart S-Bahn , consideration is being given to setting up a “test route” from Bad Cannstatt via the Mittnachtstraße station to the main train station before Stuttgart 21 goes into operation.

According to the Municipal Transport Financing Act, the federal government participates in the financing of the train station and its connection to the north and main train station.

Considerations for further expansion

Variants for further expansion of the station are the subject of a feasibility study financed by the Stuttgart region and the state, the final version of which should be available in early 2018. On the basis of a preliminary draft, the VRS Transport Committee decided in mid-November 2017 to keep the retrofitting of a third track (with an additional platform) open in the long term. This would cost 70 to 90 million euros.

technology

The railway system is to be remotely controlled from the ESTW-A at the main station. Exit signals are provided at both ends of the platform . To compress the train sequence, signals are provided at a half-control distance .

Web links

Individual evidence

  1. ↑ a b DB ProjektBau, Project Center Stuttgart 1 (Ed.): Stuttgart 21: Feuerbach and Bad Cannstatt feeder with S-Bahn connection . 14-page brochure dated August 2003
  2. ^ Tilman Baur: Many questions about the new S-Bahn stop . In: Stuttgarter Nachrichten . tape 72 , August 8, 2016, p. 2 .
  3. ^ VCD Landesverband Baden-Württemberg e. V .: VCD study on benefit-cost calculations near Stuttgart 21 . Press release No. 15/2011, Stuttgart, June 21, 2011.
  4. ↑ a b 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. 297 , accessed on May 1, 2019 .
  5. ↑ a b c d e f g h i 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, 2006 by the Federal Railway Office, Karlsruhe / Stuttgart branch (file number 59160 PAP-PS21-PFA1.5 ), pp. 10, 12, 18–20, 27–30 , 40 f, 54 f. ( PDF file, 6.6 MB )
  6. ↑ a b Alexander Ikrat, Wolf-Dieter Obst: Defect in the signal box triggers S-Bahn chaos . In: Stuttgarter Nachrichten . No. 245 , October 23, 2015, p. 17 .
  7. ^ A b D-Stuttgart: Construction work for tunnels, shafts and underpasses . Document 2010 / S 198-302725 of October 12, 2010 in the electronic gazette of the European Union.
  8. ^ Volker Kefer : S-Bahn station "Mittnachtstraße" . Direct to Stuttgart March 21, 2011. Retrieved March 14, 2011.
  9. ^ A b c Deutsche Bahn AG, network division, Stuttgart regional area, projects (publisher): "Stuttgart 21" project. The feasibility study . Brochure (40 A4 pages), Stuttgart, approx. 1995, pp. 13, 16, 18, 21, 24 (similar version as PDF file online, 14 MB).
  10. ↑ Dirk Valleé: Sustainable increase in performance in the Stuttgart S-Bahn network . In: Der Nahverkehr , Issue 7/8, 1997, pp. 35–41.
  11. ^ Deutsche Bahn AG, network division, regional area Stuttgart, projects (ed.): The synergy concept Stuttgart 21. The results of the preliminary project . Brochure (44 A4 pages), Stuttgart, 1995, p. 18 f ( PDF file , 14 MB).
  12. ↑ From the road to the rail . In: Stuttgart 21. The project magazine . Fall 1997, 3rd edition July 1998 ZDB -ID 1500833-2 , p. 6.
  13. ^ DBProjekt GmbH Stuttgart 21 (ed.): Project "Stuttgart 21": The spatial planning procedure . Eight-page brochure, Stuttgart, approx. 1997, p. 3.
  14. ↑ Rebecca Anna Fritzsche: Transfer station for the north . In: Stuttgarter Zeitung . No. 62 , March 16, 2015, p. 49 .
  15. ↑ SMA and Partner: Statement from SMA and Partner AG on the publication of confidential meeting documents ( memento of October 9, 2010 in the Internet Archive ) (PDF file, 65 kB). "Version 1-00" of July 28, 2010, p. 3
  16. ↑ Presentation No. 026/2020. (PDF) Transport Committee on January 22nd, 2020. In: gecms.region-stuttgart.org. Verband Region Stuttgart, December 5, 2019, pp. 2-4 , accessed on January 16, 2020 .
  17. ↑ Federal Railway Office (Ed.): Decision for the major project Stuttgart-Ulm, PFA 1.5, 15th plan change "Lot 4 North - clearing of trees at Mittnachtstraße stop (...)" ( Memento from September 8, 2014 in the Internet Archive ). Stuttgart, August 8, 2014 (file number 59101-591pä / 009-2014 # 007), pp. 2, 4.
  18. ↑ Thomas Durchdenwald: Bahn is working internally on plans for the ETCS test track . In: Stuttgarter Nachrichten . tape 73 , no. 189 , August 17, 2018, p. 16 ( online under a similar title ).
  19. ↑ German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Harald Ebner, Christian Kühn (Tübingen), other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 18/1420 - station project Stuttgart 21 - cost development and project progress . tape 18 , no. 1606 , June 3, 2014, ISSN  0722-8333 , p. 8 ( PDF file ).
  20. ↑ Thomas Durchdenwald: Does the panorama train lead to the north station? In: Stuttgarter Nachrichten . tape 72 , November 16, 2017, p. 20 ( online ).

Coordinates: 48 ° 47 '49.1 "  N , 9 ° 11' 40.9"  E