Stuttgart Schwabstrasse train station

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Stuttgart Schwabstrasse
Platform level
Platform level
Data
Location in the network Intermediate station
Design Tunnel station
Platform tracks 2
abbreviation TSS
IBNR 8006698
Price range 3
opening October 1, 1978
location
City / municipality Stuttgart
Place / district Stuttgart-West
country Baden-Württemberg
Country Germany
Coordinates 48 ° 46 '13 "  N , 9 ° 9' 24"  E Coordinates: 48 ° 46 '13 "  N , 9 ° 9' 24"  E
Railway lines
Railway stations in Baden-Württemberg
i11 i16 i16

The underground Stuttgart Schwabstraße station in the Stuttgart-West district , west of the city center, is at the end of the first construction phase of the Stuttgart connecting line . Lines S4, S5, S6 and S60 as well as intermittent trains of the S1 of the Stuttgart S-Bahn end in the station .

With around 27,200 travelers per day, Schwabstrasse station was the tenth largest station in Baden-Württemberg in 2005.

The Feuersee S-Bahn station follows in a north-easterly direction. To the south of the train station is the approximately 5 km Hasenberg tunnel with the university stop and the 1.5 km long loop .

history

In the planning of the Stuttgart S-Bahn, the station was planned as the provisional end point of the 3.2 km long inner-city tunnel. In the 1st operational stage of the S-Bahn, 30,000 passengers per day were expected, in the 2nd operational stage (with the extension to Böblingen and the airport) around 35,000.

The station was part of the 1st execution contract for the S-Bahn, which was concluded in 1971. The construction contract for the shell construction was awarded in 1974 to a consortium of the companies Holzmann (Frankfurt am Main), Baresel (Stuttgart) and Hochtief (Essen). The construction turned out to be very complex due to the mining construction of the turning loop that was driven from the excavation pit. The shell was completed in December 1977. In 1978 the first construction phase of the connecting line from the main train station to Schwabstrasse went into operation. In 1985 it was extended to the southwest towards the university. However, some of the trains continue to end at Schwabstraße station and then drive through the turning loop.

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

Investments

The station is on level −2 between 11 and 27 m below the road surface, with a groundwater level 6 to 8 meters below the surface .

The station has a 210 m long and 8.80 m wide central platform with two platform edges. It lies in a longitudinal slope of 1.6 per thousand. Track 1 is used for trains in the direction of Vaihingen and the trains that end here, and track 2 for trains in the direction of the main station. There are entrances to the platform at both ends of the platform. At the western end of the platform, the tracks branch off towards the university and the Wendeschleife.

On the level −1 above there are exit structures.

In December 2015, smoke extraction systems were approved .

  • Surface access

  • Western distribution level

  • Exit from the western distribution level to the platform level

  • Staircase and behind it the escalator on the platform level

  • Eastern distribution level

  • Exit from the eastern distribution level to the platform level

  • View of platform 1

Turning loop

Line network of the S-Bahn Stuttgart with the Schwabstraße station in the middle
Hasenberg tunnel towards Stuttgart-Vaihingen. The underground turning loop branches off to the right.

The station has an operational peculiarity that is rare among railways : a 1.51 km long loop. At a distance of 0.0 km south of the platform area (2.6 km), it leaves the track in the direction of Vaihingen and runs on a single track for 1.0 km. This is followed by an approximately 300 m long double-track section, which includes a siding and siding with a useful length of 210 m. The double-track section begins at kilometer 1.3. The line then runs on a single track towards the main train station.

The cover is between 17 m near the platforms and 80 m below the Westbahnhof . In view of the numerous trains turning there, a turning loop was found to be more economical than blunt-ended underground turning tracks despite the higher construction costs . With the turning loop, it should be possible to achieve a minimum headway time of 1.2 minutes (compared to 2.5 minutes otherwise) compared to a double-track butt track turning system that was also being considered . The loop should also be able to accommodate five instead of two long pulls. Due to the shorter turnaround time, in which neither a change of driver's cab nor brake tests were required, a total of three full trains should be saved within the framework of the planned operating program. In addition, the division into several single-track tunnel tubes compared to the butt track turning system was considered to be structurally simpler and more economical.

While the platform area of ​​the Schwabstrasse station was built using the cut-and-cover method, the loop was excavated using mining techniques. On October 7, 1974, excavation began on the loop and the construction of branch structures and initially 60 m long tunnel stumps of the two single-track tubes of the Hasenberg tunnel towards the Gäubahn. The rest of the Hasenberg tunnel towards Vaihingen was built from 1979 and went into operation in 1985.

The tunnel was driven using the new Austrian tunnel construction method with two partial headers with a full cross-section of 50 m² (in the single-track area) up to 120 m² (branch area). For this purpose, the building ground was frozen. The circular tunnel has a diameter of 6.70 m (in the single-track area) or 9.80 m (in the double-track area). The inner shell, made of reinforced concrete, was designed with a thickness between 0.35 and 1.00 m.

The front part of the turning loop lies in depleted plaster keuper . Because this is brittle and the cover is small here, the rock above the tunnel roof was made stable using a freezing process . The geological problem in the rear part of the turning loop was the location in anhydrite-containing gypsum keuper layers, which swell strongly when water enters , which is unavoidable with conventional tunneling methods and thus exert strong forces on the tunnel body.

In order to avoid swelling of the unused plaster keuper, the turning loop was driven completely dry. The tunnel cross section has a clear radius of 4 m, which is followed by a 1 m thick tunnel shell. No damage caused by the anhydrite occurred during operation (status: 2003).

In the survey of turning loop 40 measurement points were used. Since there is no other connection to the surface, the sole basis of the survey was the Schwabstrasse station. After a drive length of 850 m on the right and 900 m on the left, the breakthrough took place under the Westbahnhof ; the transverse error was 8 mm, the height error 2 mm. The tunnel profile has an inside diameter of 6.70 m in the single-track area and 9.80 m in the double-track area. The radius of the loop is 190 m, the length 1500 m. With a corresponding cant , 50 km / h can be driven. The longitudinal slope is between 2.0 and 37.8 per thousand.

The shell work was awarded in March 1974, construction began in October 1974 and was completed in July 1977. The construction costs (shell construction) amounted to 48.9 million DM.

Rail operations

The operating point abbreviation in the operating point directory is TSS.

The station is in the VVS . In the category system of Deutsche Bahn AG, Stations and Service, the Schwabstraße station is in station category 3. The station color is yellow.

Train

line route
S 1 Kirchheim (Teck) - Wendlingen - Plochingen - Esslingen - Neckarpark - Bad Cannstatt - Central Station - Schwabstraße - Vaihingen - Rohr - Böblingen - Herrenberg
S 11 Neckarpark - Bad Cannstatt - Central Station (deep) - Schwabstraße - Vaihingen - Rohr - Böblingen - Herrenberg
S 2 Schorndorf - Fellbach - Waiblingen - Bad Cannstatt - Central Station - Schwabstraße - Vaihingen - Rohr - Airport / Exhibition Center - Filderstadt
S 3 Backnang - Winnenden - Waiblingen - Bad Cannstatt - Central Station - Schwabstraße - Vaihingen - Rohr - Airport / Exhibition Center
S 4 Schwabstrasse - Central Station - Zuffenhausen - Ludwigsburg - Marbach - Backnang
S 5 Schwabstrasse - Central Station - Zuffenhausen - Ludwigsburg - Bietigheim
S 6 Schwabstrasse - Central Station - Zuffenhausen - Leonberg - Renningen - Because of the city
P. 60 Schwabstrasse - Central Station - Zuffenhausen - Leonberg - Renningen - Magstadt - Sindelfingen - Böblingen

Bus transport

The SSB bus lines 42 and 44 run here. The stop for line 42 is on Schwabstraße, and that of line 44 is on Rotebühlstraße.

See also

Individual evidence

  1. ↑ Mon. – Fri. between 12 p.m. and 3:30 p.m. and on Saturdays between 9 a.m. and 3 p.m.
  2. ↑ 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 . Printed matter 13/4069 (PDF; 107 kB) from March 18, 2005, p. 2.
  3. ↑ a b c d e f g h Rolf Grüter, Karl-Heinz Böttcher: S-Bahn Stuttgart: Structures of the tunnel route from Hauptbahnhof to Schwabstraße . In: The Federal Railroad . No. 5 , 1976, ISSN  0007-5876 , pp. 317-325 .
  4. ^ Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN  0007-5876 , pp. 681-688 .
  5. ↑ Jürgen Wedler, Karl-Heinz Böttcher: The tunnel. Connection train of the Stuttgart S-Bahn. Documentation of their creation . Published by the Stuttgart Federal Railway Directorate. Kohlhammer-Verlag, Stuttgart 1985, ISBN 3-925565-01-9 , pp. 100-104.
  6. ↑ 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 .
  7. ^ Federal Railway Office (Ed.): Planning approval according to § 18 AEG for the project "Stuttgart, S-Bahn station Schwabstrasse, Entrauchungsbauwerk", in the city of Stuttgart, railway km 2.100 to 2.720 of the route 4861 Stuttgart - Filderstadt . Stuttgart December 11, 2015, p. 3 ( PDF file ). PDF file ( Memento of the original from January 23, 2016 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.eba.bund.de
  8. ^ A b Jürgen Wedler: Planning and construction of the Stuttgart S-Bahn . In: The Federal Railroad . tape 54 , no. 9 , 1978, ISSN  0007-5876 , pp. 683-695 .
  9. ↑ a b c d Jürgen Wedler, Karl-Heinz Böttcher: The tunnel . Connecting line of the Stuttgart S-Bahn: Documentation of its creation. Ed .: Deutsche Bundesbahn, Bundesbahndirektion Stuttgart. W. Kohlhammer, Stuttgart 1985, ISBN 3-925565-01-9 , pp. 19, 20, 106-113 .
  10. ↑ Peter Jäckle, Walter Wittke : Basics for economical drafts as well as on-time and on-budget execution of tunnel structures . In: Study Society for Underground Transport Systems (Ed.): Tunnel - Lifelines of the Mobile Society (=  Research + Practice ). tape 40 . Bauverlag, Gütersloh 2003, ISBN 3-7625-3602-3 , p. 60-66 .
  11. ^ Günter Dutt: A journey through 150 years of tunnel structures in Württemberg . In: Yearbook for Railway History . No. 28 . Uhle & Kleimann, 1996, ISSN  0340-4250 , p. 47-63 .
  12. ↑ Deutsche Bahn station category overview 2013 ( memento of July 29, 2013 in the Internet Archive ) (valid from January 1, 2013; PDF; 315 kB)

Web links