Vaihingen (Enz) train station

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Vaihingen (Enz)
Station building with forecourt
Station building with forecourt
Data
Location in the network Crossing station
Design Through station
Platform tracks 4th
abbreviation TV
IBNR 8006053
Price range 4th
opening September 30, 1990
Profile on Bahnhof.de Vaihingen__Enz_
location
City / municipality Vaihingen an der Enz
country Baden-Württemberg
Country Germany
Coordinates 48 ° 56 '49 "  N , 8 ° 57' 30"  E Coordinates: 48 ° 56 '49 "  N , 8 ° 57' 30"  E
Height ( SO ) 249  m above sea level NHN
Railway lines
Railway stations in Baden-Württemberg
i16

The Vaihingen (Enz) Station is the long-distance and regional train station of Baden-Wuerttemberg city of Vaihingen . It belongs to station category 4 of the Deutsche Bahn AG (DB) .

As one of the few passenger stations in Germany , ICE trains run through the station as planned at around 250 km / h; the line-side speed limit is 280 km / h. There are no platforms on these two continuous main tracks.

Several functions were combined in the station : the new line was linked to the existing route network in Vaihingen (Enz) station. At the same time, there are options for overtaking and changing tracks (between the two new-build tracks).

location

Location of the train station

The train station is around 2.5 kilometers outside the city center of Vaihingen, between the city and the Kleinglattbach district at around 250 meters above sea level.

The station is on the Mannheim – Stuttgart high- speed line ( route km 78) and on the Westbahn ( Bietigheim-Bissingen - Mühlacker - Bruchsal , route km 138).

construction

An ICE in the direction of Stuttgart goes through the station without stopping.
View of the train station in south-east direction. A tram on the S5 line is on its way to Mühlacker .

The station is located on dams up to 22 meters high and up to 16 meters deep cuttings . The cut in the west head has a mean depth of 7 meters and a bottom width of around 70 meters.

The railway system consists of eight main tracks , which are numbered in ascending order to the northeast. The two tracks of the high-speed line run at 250 km / h (track numbers 4/5) in the middle. Trains that do not stop in Vaihingen (Enz) can pass the station at the maximum line speed of 250 km / h. Two passing tracks (No. 3, 6) are connected on both sides. In the north-east there are two tracks, each with a 400-meter-long, 8.5 to 9.5-meter-wide and 120-meter-long covered platform for stopping passenger trains (No. 7, 8) as in the south (1, 2).

Trains to and from the new line can only stop on platform tracks 2 and 7. Tracks 1 and 8 serve the regional trains on the Pforzheim – Stuttgart (platform 1) and Bietigheim – Mühlacker (platform 8) routes. A consistently height-free tour enables the regional trains to be guided without mutual hindrance. At the eastern edge of the station, the high-speed tracks merge into the 2.8-kilometer-long Markstein tunnel and pass under the regional track above the tube in a north-easterly direction towards Bietigheim. In this area, both regional tracks merge into the bypass tunnel . In the southeast of the station, the regional track to Mühlacker crosses the two high-speed tracks that run on a bridge here. At both ends of the station system there is the possibility of changing tracks (four points each ) between the two main tracks of the new line.

Passengers reach the platforms via two underpasses running in a north-south direction. Both underpasses provide access to the platform via stairs, the eastern underpass is barrier-free connected to the platforms via ramps. There is space for ten to twelve buses, several taxi stands and more than 300 parking spaces on the forecourt. A multi-storey car park and three parking spaces offer space for several hundred cars.

The seven-kilometer-long Vaihinger Stadtbahn (now closed) passes under the station with a track in the area of ​​the platform. With the new station, a new private railway stop was also created at the station. Operations on the line ceased at the end of 2002 as a result of the " Mora C " program. In the north-western area, state road 2252 crosses the railway facilities on a bridge, in the south-eastern part of the station, state road 1125 crosses the long-distance and regional tracks that are already in the tunnel.

At the station there is a service building of the railway, which also houses a relay interlocking of the type SpDrL60 which went into operation in 1990 and which also remotely controls transfer points. A UMTS transmission system from O₂ Germany is located on the roof of the station building . A substation is located above the north-west portal of the Markstein tunnel, next to the tracks leading into the bypass tunnel, on the south-eastern edge of the station.

Transport links

An Intercity runs through the station in the direction of Mannheim

The station is in the Roadmap 2019 in long-distance traffic regularly Intercity operated trains on. Occasional ICE trains also stop in Vaihingen. In local traffic , IRE and RE trains stop at Vaihingen (Enz) station.

The station is served by the following lines:

line route Clock frequency
ICE 15 Binz - Pasewalk - Berlin - Halle - Erfurt - Frankfurt - Darmstadt - Vaihingen - Stuttgart individual trains
ICE 22 Hamburg  - Hanover  - Göttingen  - Kassel-Wilhelmshöhe  - Frankfurt  - Mannheim  - Heidelberg  - Vaihingen  - Stuttgart a pair of trains
ICE 45 Cologne  - Cologne / Bonn Airport - Siegburg / Bonn  - Montabaur  - Limburg South - Wiesbaden  - Mainz  - Mannheim - Heidelberg - Vaihingen  - Stuttgart a pair of trains
IC 30 ( Kiel  - Neumünster  -) Hamburg - Bremen  - Osnabrück  - Münster  - Dortmund  - Essen  - Duisburg  - Düsseldorf  - Cologne - Bonn  - Remagen  - Koblenz  - Mainz - Mannheim - Heidelberg - Vaihingen  - Stuttgart Every two hours
EC 32 Münster - Recklinghausen  - Gelsenkirchen  - Oberhausen  - Duisburg - Düsseldorf - Cologne - Bonn - Remagen - Koblenz - Mainz - Mannheim - Vaihingen  - Stuttgart - Ulm  - Günzburg  - Augsburg  - Munich  - Traunstein  - Freilassing  - Salzburg  - Villach  - Klagenfurt a pair of trains
IC 60 Karlsruhe  - Pforzheim  - Mühlacker  - Vaihingen  - Stuttgart  - Schwäbisch Gmünd - Aalen  - Crailsheim  - Ansbach  - Nuremberg Every two hours
IRE 1 Karlsruhe - Pforzheim - Mühlacker - Vaihingen  - Stuttgart Hourly
IRE 1 Karlsruhe - Pforzheim - Mühlacker - Vaihingen  - Stuttgart - Schorndorf  - Schwäbisch Gmünd - Aalen Every two hours
RB 17A (Bad Wildbad / Wilferdingen-Singen -) Pforzheim - Mühlacker - Vaihingen  - Bietigheim-Bissingen  - Ludwigsburg  - Stuttgart Hourly (Mon – Fri Pforzheim – Bietigheim every half hour)
RE 17B Heidelberg - Bruchsal  - Bretten  - Mühlacker - Vaihingen  - Bietigheim-Bissingen - Ludwigsburg - Stuttgart Every two hours
RB 17C Bruchsal - Bretten - Mühlacker - Vaihingen  - Bietigheim-Bissingen - Ludwigsburg - Stuttgart Every two hours

The original concept provided for six to eight express trains on the Karlsruhe - Stuttgart route and an equal number of express trains between the Rhine-Main area and Munich to stop per day . InterCity stops were not planned. In regional traffic , the higher train path capacities of the new line should be used to insert additional regional trains if necessary. The connection between the new and old lines also made it possible to establish connections in Karlsruhe (towards Basel ) and Stuttgart (towards Munich) that were previously impossible .

The station also serves as a passing station . These were arranged at a distance of about 25 kilometers along the new line that went into operation in 1991. Since the originally planned mixed traffic of passenger and freight trains was not implemented, these overtaking opportunities are only used to a limited extent.

history

planning

The station was in planning approval area 12 of the new line.

For operational reasons, an overtaking station was to be provided on the planned new line in the Vaihingen (Enz) area . A major reason for the expansion of the overtaking station into a passenger station was the urban development planning of the city of Vaihingen, which envisaged the merging of the core city with the district of Kleinglattbach. At the end of the 1970s the city had around 20,000 inhabitants, and around 24,000 inhabitants at the end of the 1980s.

In the early planning phase, it was planned to arrange the station parallel to the existing line between the Illingen and Vaihingen (Enz) Nord stations. This route was discarded in favor of a stretched line of the new line. This made it necessary to move the existing line in this area into a parallel position to the new line.

According to the planning status from 1973, the existing line in the Vaihingen area should not be changed, but rather linked to the new line with a connecting line between Sersheim and the west portal of the Markstein tunnel. This connecting line was to lead out of the new line on a double-track, level-free, and flow into the existing line south of Sersheim on a single-track level. A double-track, height-free network connection in the direction of Karlsruhe was also planned between Illingen and Ensingen.

According to the planning status from the end of 1974, the station should have eleven tracks. In addition to four platform tracks on two platforms (tracks 1 and 2 in the north and 9 and 10 in the south), two overtaking tracks (3, 4 and 7, 8) with the large clearance profile planned for the new line should be on both sides of the two continuous new line tracks (5, 6) arise. In addition, a bypass (11) south of platform track 10 was planned. An industrial siding should also be threaded out of the track in the direction of Mühlacker. The nine-track track plan that was ultimately implemented was derived from this by 1979.

The city of Vaihingen initially rejected the plans for a new line. On April 6, 1977, the city council of Vaihingen decided to apply for a separate regional planning procedure for the Vaihingen route section (according to Section 31a of the State Planning Act) in order to enforce demands on the route of the new route. The planning documents for plan approval section 12 (Vaihingen an der Enz, Sersheim; km 76.350 to 85.790) were available to the public from June 10 to July 11, 1977. In a statement in July 1977, the local council rejected the so-called "Spartrasse" and demanded the originally planned route.

The plan approval procedure was initially initiated in 1977. After negotiations between the Federal Minister of Transport and the Prime Minister of Baden-Württemberg had resulted in significant changes, the procedure was re-initiated in 1979. In further discussions with municipalities, public bodies and citizens, further changes were made, which led to planning change procedures. The framework schedule of the Federal Railroad provided for operations on the relocated main line to begin with the 1990 winter timetable and operations on the new line for the 1991 summer timetable. The start of construction for the entire route section should take place in October 1984.

In the autumn of 1979 the regional association Mittlerer Neckar approved the new construction route in plan approval section 12 (Vaihingen / Enz, Oberriexingen, Sersheim) as part of the planning approval procedure, but criticized the accompanying landscape maintenance planning and the sound measurement method . With its statement for the planning approval procedure, the city of Vaihingen (Enz) demanded additional environmental protection measures and compensation payments in the event of unavoidable interventions.

In the autumn of 1980 there was a general agreement on the location of the station building, the development, the parking lots and the bus station to such an extent that the planning of the building could begin. In consultation with the city of Vaihingen, the Federal Railroad invited five architects to submit preliminary designs for the station building, the largest building on the entire new line.

In 1983 the cost of the station building was estimated at around 5.5 million DM. The outdoor facilities (with 450 parking spaces and a bus station) should cost around three million DM.

After Heinz Kälberer had become mayor of the city in 1981, the search for a compromise began. In May 1981 the plans of the five architects were available, which, after a preliminary examination on June 10, 1981, were appraised by a representative of the city, the federal railway, the district office for nature conservation and landscape management and the head of the Freiburg city planning office. The revision of the two shortlisted drafts was submitted in October 1981; In a second assessment, the design by Schmitt, Kasimir and Partner was clearly favored. After further votes, the city of Vaihingen approved the selected plans in autumn 1982.

In February 1983, the four-day public hearing for the Vaihingen section of the route took place. 34 plaintiffs filed 13 actions against the planning approval decision issued on May 21, 1984, the last of the 24 planning approval decisions for the new line. On October 4, 1985, the Federal Railroad ordered immediate execution for the section. The building law was thus in place. On May 12, 1986 (for construction roads and development of the construction site) and October 17, 1986 (for the other areas of the new construction route), the German Federal Railroad was introduced into possession. At the end of 1986, most of the space required was owned by DB.

Traffic forecasts assume an annual passenger volume of around 175,000 in long-distance traffic and 1.5 million in local traffic. According to the planning status of 1983, all local and express trains on the existing route, the D trains remaining on the existing route, the express trains planned for rush hour traffic on the new route and six to eight D trains per day and direction on the new route should be scheduled stop at the new station. According to the planning status of 1979, the station was to serve as a transfer station for the D-trains running between Mannheim and Stuttgart and for traffic to Pforzheim , Mühlacker and Bietigheim-Bissingen .

construction

Construction work on the station complex began on September 23, 1985 with the construction of the construction site . A building site access was created on land that the Deutsche Bundesbahn had previously purchased. On the same day, the construction of the office building of the Vaihingen (Enz) construction monitoring center began, which controlled the construction of the new line between kilometers 61.7 and 84.2 and the relocation of the main line Stuttgart – Bretten.

On November 18, the actual construction work began on the Mühlacker crossing structure. The station building goes back to an architectural competition from which the Karlsruhe office Schmitt, Kasimir & Partner emerged . The topping-out ceremony was celebrated at the station building on November 6, 1987, and the building was finally completed in September 1990. In the course of the construction work, around ten kilometers of roads were built or rebuilt, as well as cycle, foot and field paths. Due to the large-scale start of construction being delayed by around two years, a new framework schedule was necessary in order to be able to maintain the unchanged start-up date for the new line (1991).

On November 7th, 1986 construction of the reception building began. The topping-out ceremony , followed by an open day , was celebrated on November 6, 1987.

For the 70 meter wide and 2,000 meter long station, around 1.6 million cubic meters of soil were excavated and 1.1 million cubic meters of new soil was placed. For the earthwork alone (planning status from around 1986) 35 million D-Marks should be spent in the station area. The excess masses were placed in the Hakenhäule landfill to the west of the railway station .

Passenger traffic at the existing Vaihingen Nord station in Kleinglattbach was given up when the timetable changed on September 30, 1990. At the same time, a 7.31-kilometer section of the existing line, which was laid with the new bypass tunnel, went into operation, as did a 1.36-kilometer-long, single-track new section of the Vaihingen Stadtbahn to Vaihingen (Enz) Nord. The original plan was to keep it as a transfer point for WEG goods traffic . This could only be realized until 2002. After 1994 it was dismantled on a track. Only after the western line had been cleared at the Hakenheule could the connections of the laid western line between the new Vaihinger and Illingen train stations go into operation that same night, apart from the rest of the stabilization work.

A curiosity during the construction phase was that the intersection with the old line (km 76.8) could only be completed after it was relocated, a few months before the high-speed line opened, in September 1990. While the contact wire was already hanging and the surrounding tracks had been laid, the test and measurement operation of the high-speed line was carried out on a single track over a temporary bridge.

Installation

The new station was officially opened on October 6th and 7th, 1990. In addition to regional and long-distance traffic, the station also took on the function of express and baggage service from Vaihingen (Enz) Nord station, which was around 3.5 km from the city center.

Operation on the new line began with the timetable change on June 2, 1991.

In the 1980s, the scheduled journey time from Vaihingen (Enz) to Stuttgart, which is 24 kilometers away (as the crow flies), was around 32 minutes by express train via Bietigheim. With the commissioning of the new line, IRE could be offered with a shorter travel time between Vaihingen and Stuttgart of 15 minutes.

business

The southern track 3 was not used operationally from mid-1999 to December 2008 and was closed.

In the first ten years after it opened, Vaihingen's population rose by 13 percent, according to the city, and business settlements have increased sharply. According to the city of Vaihingen, 7,000 to 8,000 passengers used the station a day at the beginning of 2015.

As a result of the new tendering of the transport services with a corresponding change of operator, the connections from Vaihingen (Enz) train station with three Interregio-Express trains every two hours on weekdays, which in combination with the Intercity trains to Karlsruhe or Surrender to Stuttgart, greatly expanded. The comparatively slower regional trains with stops at all subway stations (exception RE direction Heidelberg) were restructured, which now only run hourly to Stuttgart and on the branch towards Karlsruhe only run to Pforzheim.

A progressive scenario of a traffic forecast presented in 2020 for the year 2030 provides for an extension of the S5 line of the Stuttgart S-Bahn, which has so far ended in Bietigheim-Bissingen, to Vaihingen (Enz) every half hour.

Web links

Individual evidence

  1. ↑ a b c d e f g h i j k l Karl-Friedrich Steidlinger: The new Vaihingen (Enz) station on the Mannheim – Stuttgart railway line . In: Die Bundesbahn , 64, No. 10, 1988, ISSN  0007-5876 , pp. 1008-1016.
  2. ^ A b Horst J. Obermayer: New routes for the InterCityExpress . In: Herrmann Merker (Ed.): ICE - InterCityExpress at the start . Hermann Merker Verlag, Fürstenfeldbruck 1991, ISBN 3-922404-17-0 , pp. 57-69.
  3. ^ A b Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart . Hestra-Verlag, Darmstadt 1989, ISBN 3-7771-0216-4 , p. 102 f .
  4. ↑ a b c d e f g h Rüdiger Hartmuth: New Vaihingen (Enz) station . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , p. 195-198 .
  5. ↑ Message if the DB (does not) want to . In: Eisenbahn-Revue International , issue 11/2002, ISSN  1421-2811 , p. 490.
  6. ^ Holger Kötting: List of German signal boxes. Entries TV. In: stellwerke.de. March 21, 2020, accessed April 17, 2020 .
  7. ^ Rüdiger Harmuth: Historical finds during the construction of the Mannheim – Stuttgart new railway line in the Vaihingen an der Enz area . In: The Federal Railroad . October 1988, p. 1001-1007 .
  8. ↑ a b c d e f g h Dietrich Neidhardt: The planning of the new reception building in Vaihingen an der Enz . In: Die Bundesbahn , 8/1983, pp. 507-514.
  9. ↑ a b c d Wolfgang Roth: Vaihingen (Enz) station: technical production concept for the construction of a new station . In: The Federal Railroad . October 1979, p. 741-746 .
  10. ↑ Deutsche Bundesbahn, Central Transport Management: Explanatory report on the planning of the new Mannheim - Stuttgart line . October 1973, file number 400a / 411a.4002 / 4123 Nv (Mhm – Stg) , overview map pre-routing, site plan pre-routing (sheet 5). (available at the Generallandesarchiv Karlsruhe ).
  11. ^ Helmut Wegel, Peter Jakob: The planning of the new Mannheim – Stuttgart line . In: Railway technical review . tape 24 , no. 1/2 , 1975, ISSN  0013-2845 , pp. 11-15 .
  12. ↑ a b Resistance could not prevent railway construction  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . In: Ludwigsburger Kreiszeitung , August 18, 2010.@1@ 2Template: Toter Link / www.lkz.de  
  13. ↑ a b c Werner Hagstotz: Concern and collective action in rural areas . Verlag Haag + Herchen, Frankfurt am Main, 1981, ISBN 3-88129-475-9 , pp. 266, 273.
  14. ↑ Official notices . In: Bulletin of the community of Sersheim . No. 21, year 1977, May 25, 1977, p. 1.
  15. ↑ a b c d Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 , p. 202 .
  16. ↑ a b Deutsche Bundesbahn (ed.): Vaihingen (Enz) station . Brochure (four A4 pages), no place, no year (approx. 1986).
  17. ^ A b Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden 1991, pp. 20–24, ISBN 3-280-01994-X .
  18. ^ Large district stand Vaihingen an der Enz, Deutsche Bundesbahn (ed.): New Vaihingen (Enz) station. Festive program for the inauguration on October 6th and 7th, 1990 . Six-sided leporello, approx. 1990.
  19. ↑ Matthias Stelzer: The Alb calls for the train . In: Geislinger Zeitung . February 28, 2015, p. 23 ( swp.de ).
  20. ^ 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 .