Stuttgart-Rohr – Filderstadt railway line

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Stuttgart-Rohr-Filderstadt
Section of the Stuttgart-Rohr – Filderstadt railway line
Schematic representation of the course of the line
Route number (DB) : 4861 (Stuttgart Hbf – Filderstadt)
4862 (Stuttgart-Rohr – Leinfelden, until 1983)
Course book section (DB) : 790.2-3
Route length: 11.460 km
Gauge : 1435 mm ( standard gauge )
Power system : 15 kV 16.7 Hz  ~
Maximum slope : 36 
Top speed: 100 km / h
Dual track : Rohr airport / trade fair
Route - straight ahead
from Stuttgart
S-Bahn stop ...
16.6 + 161 Stuttgart pipe
Kilometers change
16.6 + 200.7
16.8 + 0.0
   
to Horb
   
18.000 Rohrer curve (planned)
S-Bahn stop ...
18.917 Oberaichen
BSicon .svgBSicon eABZg + l.svgBSicon xmABZq + l.svg
from Stuttgart-Möhringen (from 1920)
BSicon .svgBSicon SHST.svgBSicon uKBHFe.svg
20,584 Leinfelden
   
to Waldenbuch
tunnel
22.000 Echterdinger Tunnel (614 m)
   
from Stuttgart-Möhringen (until 1920)
S-Bahn stop ...
22.747 Real things
   
to Neuhausen auf den Fildern (until 1983)
   
Siding airport and construction track for today's BAB 8
   
23.900 Airport tunnel (4120 m)
   
24.810 Stuttgart Airport / Messe (formerly Stuttgart Airport)
   
Airport curve (planned)
BSicon exSTR + r.svgBSicon tSTR.svgBSicon .svg
from Stuttgart-Möhringen
BSicon exBHF.svgBSicon tKSBHFe.svgBSicon .svg
28.060 Filderstadt (formerly Bernhausen)
BSicon exSTR.svgBSicon .svgBSicon .svg
to Neuhausen on the Fildern

The Stuttgart-Rohr – Filderstadt railway line is an electrified and predominantly double-track main line in Baden-Württemberg . It branches off the Gäubahn in the Rohr district of Stuttgart and leads via Oberaichen , Leinfelden , Echterdingen and the Stuttgart airport to Bernhausen, a district of Filderstadt . An extension to Neuhausen auf den Fildern is being planned.

history

The Rohr – Echterdingen section was built by the Deutsche Reichsbahn as part of emergency work in 1920 to better connect the privately operated Filderbahn - Echterdingen – Neuhausen auf den Fildern section to the state railway network. The line was opened on October 1, 1920, and the Reichsbahn trains ran continuously to Neuhausen. In this way, passengers could be offered non-stop connections without having to change trains in Degerloch . From Echterdingen, the train services were carried out on behalf of the Stuttgarter Straßenbahnen AG, which had operated the Filderbahn since 1920 and to which it had also legally belonged since 1934. In 1928 a branch line to Waldenbuch was added: the line called Siebenmühlentalbahn branched off in Leinfelden from the line discussed here.

For the construction of the federal autobahn 8 and the Stuttgart airport , a freight siding and construction site track branching off between Echterdingen and Bernhausen was laid from 1934, which temporarily led along the emerging autobahn route to shortly before Denkendorf and also to supply the airport with building materials and goods after it Completion served in 1939. Since the Deutsche Reichsbahn made some of its own technicians available for these large-scale construction projects, this circumstance led to the accusation in later times that it had ultimately promoted its own competition. The route of the Filderbahn to Bernhausen was swiveled to the east of the Echterdingen train station in 1937 to bypass the airport area, but today's S-Bahn route largely follows the former siding again .

In 1955, passenger traffic on the Stuttgart-Rohr-Echterdingen (-Neuhausen) and the Siebenmühlentalbahn was converted to bus operation, and from then on the route was only used for freight traffic. The supply of fuel and other goods to the airport by rail was given up at the end of the 1960s, when the Echterdingen connection route had to give way to the plans for the new federal highway 27 and a use of the southern connection via the military part of the airport due to the resistance of the US Army did not materialize. On May 28, 1983, freight traffic on the Leinfelden – Neuhausen section was discontinued and the tracks on the section from Echterdingen to Neuhausen owned by the SSB were removed soon afterwards, and the tracks on the DB's own Leinfelden – Echterdingen section followed as part of the building preparations for the S-Bahn a few years later. As the definitive last train on the original route before reopening as an S-Bahn, a Uerdingen rail bus paid a visit to Echterdingen in September 1985 on the occasion of a special trip for the inauguration of the S-Bahn to Stuttgart- Vaihingen . On the remaining section of Rohr – Leinfelden, however, there were still isolated shunting trips until the beginning of the 1990s . They mainly served the companies based in Leinfelden, but they also included the transport of building materials for the S-Bahn construction. For the S-Bahn, the line was expanded to two tracks from the mid-1980s, electrified and lowered in sections. Curves have also been straightened. A new line was built between Echterdingen and the airport .

The preliminary draft of the Stuttgart S-Bahn included the project for a Filder express train between Stuttgart-Vaihingen and the airport with calculated construction costs of DM 47 million (price as of 1966). A double-track expansion, an extension to the airport and electrification from Stuttgart-Rohr were planned. The project was to be implemented in two construction phases between 1976 and 1978.

Todays use

An exception approval from the Deutsche Bundesbahn from 1988 allows a particularly low contact wire height in the tunnel areas in Echterdingen and at the airport.

The Stuttgart S-Bahn has been running to Oberaichen since May 27, 1989, and on April 18, 1993 it was extended to the airport.

A total of DM 356.7 million was invested in expanding the route to the airport . Of this, 260 million DM were covered by S-Bahn funds.

On March 29, 1993 it was decided to extend the S-Bahn to Filderstadt-Bernhausen. On August 16, 1993, the 6th implementation contract for the S-Bahn was signed. In 1994 and 1995, during construction work at the airport, an approximately 400-meter-long section of open-cut tunnel was built. Subsequently, the remaining 2.2 kilometers were driven using the mining method from 1998. The mining tunnel cost 129.5 million DM, the adjoining train station 47.53 million DM. The city of Filderstadt took over 31.8 million DM of this. The city used a further 22.5 million DM for further measures, for example park and Ride systems and the renovation of the old station building . The total cost of the S-Bahn extension was 199.4 million DM.

The single-track extension to Filderstadt-Bernhausen was opened on September 29, 2001. The new station is underground, but partially glazed at the top. Unlike originally planned, there is no longer any freight traffic between Rohr and Leinfelden. A 1993 mitgebaute bridge in Leinfelden was a siding provided, but was never used for this purpose and used for the urban rail system in October, 2015.

In 2007 and 2008, the route's signaling technology was improved. With the measures, which cost around 1.7 million euros, S-Bahn trains have been able to run on the route every five minutes. The measures became necessary after two to three times as many passengers were counted as usual on days with public fairs.

Stuttgart 21

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

In the course of the “ Stuttgart 21 ” project, in addition to the up to 148 S-Bahn trains currently running on the route, 62 long-distance and regional trains (each sum of both directions) are to run over the route. The line will replace the Gäubahn in the section between Stuttgart-Rohr and Stuttgart Hauptbahnhof .

Via the Rohrer curve planned as part of the project , the route near Stuttgart-Rohr is to be connected with the Gäubahn in the south as well. An exemption for the airport tunnel necessary for the use of the route by long-distance and regional traffic is controversial and was issued by the BMVBS against the energetic objection of the employees of the Federal Railway Authority. Initially limited until 2035, then in June 2018 indefinitely with a reservation of revocation.

In the east end of the airport train station, a double-track connection to the new Stuttgart – Wendlingen line towards Stuttgart central station is to be established via the airport curve .

The plan approval procedure was  applied for in October 2002 for the planning approval section 1.3 of the Stuttgart 21 project, which also includes the new construction and expansion measures along the Rohr – Filderstadt railway line. In 2016 this section was divided into 1.3a and 1.3b, the route belongs to the new section 1.3b.

For the year 2025, depending on the route section, between 25,200 and 36,100 travelers were expected daily between the Rohrer curve and the airport (sum of both directions). This corresponds to an increase of 6,400 to 10,600 travelers compared to 2010. On the section between the airport and Filderstadt, a decrease of 200 to 8100 travelers is expected. The extension of the route to Neuhausen is not included in the forecast.

According to a forecast, up to 34,600 travelers per day are expected for 2025, including 16,700 S-Bahn passengers. A traffic forecast presented in January 2020 for the year 2030 expects 23,000 S-Bahn passengers per day between Leinfelden and Echterdingen.

The route is to be integrated into the Stuttgart digital node by 2030 and equipped with digital interlockings , ETCS and automated driving . In May 2019 it was planned to equip the line with ETCS Level 2 "with signals". In the meantime, ETCS equipment between Rohrer curve and Filderstadt with ETCS Level 2 "without signals" is planned (status: December 2019). The electronic interlocking ESTW-Z Vaihingen , which controls most of the route, is to be integrated into a digital interlocking in Stuttgart by 2025.

Expansion to Neuhausen, cycle consolidation

These tracks are a last remnant of the tracks of the old train station in Neuhausen auf den Fildern. The new station is to be built in the area of ​​the old station.

The S-Bahn line should be extended to Neuhausen by 2019 . New stations in Filderstadt-Sielmingen (in the trough ) and Neuhausen (above ground), each with 210 meters long and 96 centimeters high platforms , are planned as part of the two-track, approximately 3.9 kilometer long new section . A parking facility for four S-Bahn vehicles is to be provided in Neuhausen. The route extension is to run on the old Filderbahntrasse. A tunnel is planned in Bernhausen up to the end of Filderstadt / Bernhausen. Commissioning was scheduled for May 2019 (as of August 2013).

Due to the synergy effects with the planned U6 extension, the Stuttgarter Straßenbahnen AG are to be commissioned with the implementation; For the first time in the history of the Stuttgart S-Bahn, Deutsche Bahn would not be entrusted with a network expansion measure. The route and stations will be built as a NE-Bahn (according to § 1 Paragraph 2 No. 2 EBO ). The new section of the route is to be built according to the S-Bahn standard and to connect to the existing Deutsche Bahn railway system at the Filderstadt station. The approval and the railway supervision should be carried out by the state of Baden-Württemberg. In the future, the SSB will collect train path prices on the section .

The planned costs were given in February 2013 at 83.5 million euros, previously 78.2 million euros had been mentioned. In September 2013, the Stuttgart Region Association put them at 92 million euros. In addition, there would be 18 million euros for three necessary new trains. After deducting the federal and state grants, there remained 48.6 million euros that would have to be financed. The VRS will take over 32.4 million euros of this. The district of Esslingen and, together, the municipalities of Neuhausen and Filderstadt are each to contribute 8.1 million euros.

In October 2013, estimated costs of 92 million euros were given. This value is based on an extrapolation of the cost estimate of the standardized assessment from 2009. The benefit-cost factor calculated as part of the standardized assessment is 1.1. Sufficient economic efficiency is only given with the Filderbahnhof planned as part of Stuttgart 21 . 7,000 passengers per day are expected on the extended section.

The planning from the Standardized Assessment from 2009 was revised until 2014. Among other things, a parking facility for four S-Bahn trains was added in Neuhausen, the noise and vibration protection measures were revised, findings from building site reports were taken into account and a rough concept for the construction process was taken into account. The planned construction period has been extended to four years, the start of construction is now planned for mid-2017 (previously mid-2016), and commissioning for March 2021 (previously mid-2019). The estimated total costs (net prices at 2014 prices) are now set at 125 million euros, 27 million more than at the beginning of 2013. The federal government's share of funding thus rises to 62.4 million euros and that of the state to 20.4 million. The VRS now accounts for 27.8 million euros, the district and municipalities 13.8 million. Despite the additional costs, the benefit-cost index is still 1.1. The district council of the Esslingen district decided on December 11, 2014 to lead the project up to the planning approval decision despite the cost and time delays.

According to the Stuttgarter Straßenbahnen AG, the project is at risk due to the expiring municipal transport financing law. In June 2015, the SSB announced that they wanted to extend the length to around a third of the length as a single track. Concrete savings were not named. In July 2019, the SSB announced that commissioning would be postponed by four years to mid-2026. The expected costs rose from 125 to 209 million euros, largely due to higher construction prices. The profitability of the project, which the regional assembly is to decide on in autumn 2019, is still given. The region's share of funding is expected to increase from 27.8 million to up to 53.2 million euros. The public hearing scheduled for March 2020 was canceled due to the COVID-19 pandemic in Germany .

For the S-Bahn extension to Neuhausen, new vehicles of the 430 series are to be procured and long trains will run in place of today's full trains. Initially, every half an hour was planned. The procurement of further vehicles decided in 2019 should mean that a. every quarter of an hour to Neuhausen. The expansion of the offer has not yet been finally decided (as of April 2019).

According to the Stuttgart Regions Association, a planned continuation into the Neckar Valley would involve major technical difficulties. Among other things, Neuhausen is to be tunneled under and the connection of the line at Denkendorf is complex.

literature

  • Peter-Michael Mihailescu, Matthias Michalke: Forgotten railways in Baden-Württemberg . Konrad Theiss Verlag, Stuttgart 1985, ISBN 3-8062-0413-6 , p. 183-186 .

Web links

Individual evidence

  1. ^ A b Olaf Schott: Planning and construction of the S-Bahn to Stuttgart Airport . In: Die Deutsche Bahn , issue 4/1993, pp. 291-310
  2. Wolfgang Betz, Peter Schuhr, Martin Schwall: Routing, geometry and surveying for the Stuttgart S-Bahn to cross the airport . In: The Railway Engineer . tape 51 , no. 11 , 2000, ISSN  0013-2810 , p. 48-55 .
  3. ^ Heinz Bubel: S-Bahn Stuttgart - planning and preliminary design . In: Railway technical review . tape 18 , no. 7 , 1969, ISSN  0013-2845 , pp. 256-274 .
  4. ^ Daniel Riechers: Filderbahn on new tracks . In: Verkehr und Technik . 2001, ISSN  0340-4536 , p. 534-538 .
  5. ^ Association Region Stuttgart (ed.): Denser S-Bahn cycle to the fair . Press release from September 12, 2007.
  6. ^ Association Region Stuttgart (Hrsg.): More and longer S-Bahn to the fair . Press release from October 8, 2008
  7. Grube admits deficits . In: Stuttgarter Zeitung of December 28, 2010
  8. Konstantin Schwarz: The dispute over the exception for Stuttgart 21 continues. In: Stuttgarter Nachrichten. November 18, 2019, accessed November 19, 2019 .
  9. ^ Verband Region Stuttgart (ed.): Annex 4.1 to template 190/2013; Examination of the transport committee on May 8th, 2013 . May 8, 2013, p. 2, 4 ( PDF (5 MiB) ).
  10. Regional traffic plan . (PDF) Verband Region Stuttgart , July 2018, p. 57 f. , accessed on February 7, 2020 (p. 59 f. in PDF).
  11. 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 .
  12. ^ Jens Bergmann: Digital node Stuttgart. (PDF) Declaration by DB Netz AG on content and objectives. DB Netz, April 21, 2020, pp. 3, 5 , accessed on April 24, 2020 .
  13. 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).
  14. On the way to the digital hub Stuttgart: the technology. (PDF) In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, 2020, p. 6 in PDF , archived from the original on January 3, 2020 ; accessed on January 3, 2020 .
  15. 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 .
  16. a b c d e f Thomas Faltin: The S-Bahn should already run to Neuhausen in 2019 . In: Stuttgarter Zeitung . February 21, 2013, p. 19 ( online ).
  17. ^ A b Verband Region Stuttgart (ed.): Subsidy contract for planning the S-Bahn from Filderstadt / Bernhausen to Neuhausen adF (PDF file). Annex 1 to submission 238/2014, Transport Committee on March 19, 2014, pp. 3–6, 11, 12
  18. a b Wolfgang Schultz-Braunschmidt: Great praise for the 'Arnold-Bahn' to the airport . In: Stuttgarter Zeitung . No. 240 , October 16, 2013, p. 18 ( online ).
  19. Norbert J. Leven, Jens Noll: It is the turn of the municipal councils . In: Stuttgarter Zeitung . No. 215 , September 16, 2013, p. 32 (similar version online ).
  20. a b S-Bahn to Neuhausen . Session No. 012/2014 of October 27, 2014, on agenda item 2, Transport Committee on November 19, 2014.
  21. Green light for further S-Bahn planning . In: Esslinger Zeitung . December 12, 2014, ZDB -ID 125919-2 , p. 10 ( online ).
  22. Michael Deufel: SSB are sounding the alarm: Local transport is missing millions . In: Stuttgarter Nachrichten . No. 208 , September 9, 2014, p. 13 ( online ).
  23. Sascha Schmierer: On the second track of the S 2 savings should be made . In: Stuttgarter Zeitung . No. 131 , June 11, 2015, p. 17 ( online ).
  24. ^ S-Bahn extension to Neuhausen: Continuation with adapted planning. In: region-stuttgart.org. Verband Region Stuttgart , July 17, 2019, accessed on August 23, 2019 .
  25. ↑ Planning approval procedure for the extension of the S-Bahn line from Filderstadt-Bernhausen to Neuhausen auf den Fildern. CANCELED: Discussion meeting on Tuesday, March 24, 2020, in the FILharmonie Filderstadt will not take place. In: rp.baden-wuerttemberg.de. Regional Council Stuttgart, March 17, 2020, accessed on May 9, 2020 .
  26. Verband Region Stuttgart (Ed.): Session No. 236/2014. Transport Committee on March 19, 2014. ( Memento of the original from April 18, 2014 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. . Document of February 28, 2014, point 2, pp. 5, 6. @1@ 2Template: Webachiv / IABot / www.region-stuttgart.org
  27. Clear vote for the ETCS pilot project and more S-Bahn vehicles. In: vrs.de. Verband Region Stuttgart, January 23, 2019, accessed on January 23, 2019 .
  28. Plan approval S2 Filderstadt-Neuhausen. (PDF) Plan documents on the changes in the plan approval procedure Extension of the S-Bahn line from Filderstadt-Bernhausen to Neuhausen adF In: rp.baden-wuerttemberg.de. Stuttgart trams, April 12, 2019, p. 20 , accessed on June 15, 2019 .