Filderbahnhof Stuttgart

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Connection of the airport and exhibition center to the new Stuttgart - Wendlingen line currently under construction
Schematic track layout plan (outdated, currently being redesigned)

The Filderbahnhof Stuttgart is a long-distance and regional train station planned as part of Stuttgart 21 on the grounds of Stuttgart Airport and the New State Exhibition Center in Leinfelden-Echterdingen (southeast of Stuttgart ). The location of the station on the plateau of Filderstadt , at the southeastern edge of the state capital, gives the station its temporary name. The station is to be connected to the new Stuttgart – Wendlingen (–Ulm) line via the airport tunnel.

The existing airport train station is to be integrated into the new train station as a station terminal area. The newly built, double-track section of the station for trains on the routes Munich-Ulm-Stuttgart-Mannheim and Stuttgart-Tübingen is to be referred to as the new line station.

history

background

In the new line from Stuttgart to Ulm proposed by Gerhard Heimerl in August 1988 , no connection to the airport was initially planned. In the variant H derived from it in 1991, such a connection was provided as an option. The additional costs of the changed route, with a train station directly on the new line, were estimated at 230 million D-Marks. In the case of a connection in the shunt, additional costs of 380 million DM were assumed, including an additional travel time of four to six minutes.

In the course of the development and investigation of the large-scale variants in the Stuttgart – Ulm corridor, an alternative H Minus was developed from the large-scale alternative H ' in 1992 by adding an airport connection (in a shunt).

In September 1993 the Deutsche Bundesbahn announced that it would apply for the initiation of the regional planning procedure for the new Stuttgart – Ulm line in coordination with the state government in the same year. The route was to be connected to the existing network at Esslingen-Mettingen and to the existing main train station in Stuttgart. The additional costs of the (thus discarded) tunnel near the airport were put at around 900 million DM.

In December 1993, the board of directors of the Deutsche Bundesbahn decided to keep Stuttgart main station as the terminus and to build a new line to Ulm via Esslingen-Mettingen and Denkendorf. A connection to the airport was not planned.

The decision for an airport train station was made by the Deutsche Bahn AG as the developer and the state of Baden-Württemberg.

Variant discussion

The feasibility study presented at the beginning of 1995 for the Stuttgart 21 project envisaged the construction of a new long-distance station as a through station at the airport. This should be a hundred meters north of Terminal 1 and the S-Bahn station, roughly at the airport edge road. The train station was to be connected to the west in the direction of Echterdingen / Horb / Zurich; the confluence with the Horb – Airport – Bernhausen line was to be west of the existing S-Bahn station. To the east, the station was to be connected to the new line in the direction of Stuttgart and Ulm. These connecting curves should be able to be driven on at 130 km / h and merge into both tracks without any height. The three-track station should have a middle and an outside platform. The platform level should be roughly level with the S-Bahn station; a distribution level should be arranged above this . A tour of the new line over the through station (in the same location) was discarded for reasons of cost and was retained as an option. The necessary turning of trains between Stuttgart and Ulm or Tübingen was rated as acceptable with continuous use of shuttle trains. These plans already provided for abandoning the Gäubahn to Rohr. The cost of the station was estimated at 330 million DM (287 million DM plus 15 percent planning costs). 114 million DM (99 million DM plus planning costs) were earmarked for the necessary connection to the airport.

In the Stuttgart 21 synergy concept presented at the end of 1995 and resulting from the Stuttgart 21 preliminary project , the size of the station had been reduced compared to the feasibility study. In contrast to the feasibility study, the Gäubahn was run over the existing S-Bahn station, which was to be extended as part of the project. The new Filderbahnhof to be built should therefore be laid out as a simple, double-track terminal station parallel to the S-Bahn station, for example along Flughafenstrasse. The station was to be connected to the existing train station and the terminal via a pedestrian tunnel. Coming from the direction of Stuttgart, both stations should be reached via a common connecting curve, which should lead out of the new line to Ulm without any elevation and after a curve in a westerly direction should be divided into a line to the long-distance and one to the regional station. Both should cross under the A 8 at the level of Flughafenstrasse in a westerly direction. In addition, a connecting line to the new line to Ulm was to open into the track apron of the long-distance train station, which should also flow into this at no height. This preferred variant was designated as F 3 .

In addition to this preferred variant, five other variants were examined:

  • Variant F 1 provided for the existing regional train station to be reached from the new line from Stuttgart via a connecting curve. This variant was the basis for all other developed variants and was the most cost-effective solution. As it would not have enabled a connection to Tübingen and Ulm, it was discarded.
  • Variant F 2 envisaged adding a single-track platform to the existing station. This would have made it possible to set up a city ​​express cycle in the direction of Tübingen / Ulm every 30 minutes. IR and ICE trains could only have reached the station every two hours, depending on capacity and schedule.
  • The preferred variant F 3 provided for an independent, double-track terminal station. In addition to the Stadt-Express service, this should allow an hourly interregional and an ICE train to run in both directions.
  • Variant F 4 corresponded to variant F 3 , but provided an improved connection to the main line.
  • A new independent through station was investigated as variant F 5 . This variant was discarded for reasons of cost.
  • Variant F 6 planned to keep the existing station and to build a triangle of tracks to the west of it. From both directions (airport and Echterdingen) a route branching off to the south should be reached, which should reach Bernhausen after an arch and then join the new line to Tübingen / Ulm. The S-Bahn line coming from Stuttgart was to be split from Echterdingen, with one train each serving Bernhausen and the airport.

A shunt connection was also planned for mid-1996.

The regional planning procedure for the Stuttgart 21 project, including the airport connection, was applied for on December 6, 1996. The application route planned by Deutsche Bahn envisaged the construction of a branch to the airport on the new line coming from Stuttgart after crossing the Körschtal. From there, a route was to lead north along the autobahn, eventually crossing it under and connecting underground to both the double-track S-Bahn station (from there towards Böblingen) and a new station. This new Filderbahnhof , for train traffic to and from Tübingen and Ulm, was to be a double-track terminus with a 420 m long central platform. After the change of direction, trains should first return on the same route and join the new line coming from Stuttgart towards Wendlingen south of Scharnhausen.

As part of the spatial planning process, various packages of variants were examined: nine variants for branching off the new line from Stuttgart towards the airport, five variants for a purely through station at the airport, five options for changing the route between the airport and Stuttgart-Rohr. A supplementary hearing was carried out for variant D 4 , which was subsequently included , and the documents were displayed to the public between April 14 and May 2, 1997. This variant, which was examined in depth, provided for a through station on the new line, north of the A 8, 700 m from the existing S-Bahn station. It was planned to connect the airport via a loop out of the new line near Plieningen . The adjoining double-track station was to be operated in a change of direction. This variant arose from considerations to avoid impairments in the Körschtal . The 700 meters between the train station and the terminal were to be bridged using a cable car . This should reduce the ICE travel time between Stuttgart and Ulm with a stop at the airport from 37 minutes (application route) to 32 minutes, without stopping from 27 to 28 minutes. Interregio trains between Stuttgart and Tübingen should take 41 minutes instead of 45 minutes (application route, stopping at the airport).

As a stipulation from the regional planning procedure, it emerged that a station location south of the motorway should be selected, provided that this would be coordinated with the airport and exhibition company and would be economically justifiable. This should reduce transfer times, bundle traffic areas and thus reduce interventions.

At the request of the state government, the airport and state trade fair were later connected directly to the new line. The tracks on the new Stuttgart – WendlingenUlm line were relocated around 5 km to the south in this area. The planned train station is around 200 m from the terminal.

planning

The first financing agreement for the Stuttgart 21 project, which was signed in November 1995, provided for a financial contribution from Flughafen Stuttgart GmbH of 51 million euros for the airport connection. According to the planning status from spring 1998, the construction of the Filderbahnhof should start in 2003. In mid-2004, the company expected to open the plans in March 2005.

The construction of the new airport station was sealed in a contract between the state , Deutsche Bahn AG , the state capital Stuttgart and Stuttgart Airport on July 9, 2002. Accordingly, the airport company is assuming the majority of the costs with 51.1 million euros . The federal government is contributing 5.1 million euros to the additional costs that arise from the variant close to the airport; Deutsche Bahn AG contributes 3.6 million, city and country with 2.6 million each to the additional costs.

The airport's share in the overall Stuttgart 21 project was increased to 150 million euros in October 2006, thereby closing a funding gap that had arisen in the overall Stuttgart 21 project. The state and the city justified this with the fact that the airport was the “main beneficiary” of the Filderbahnhof. The cost of the Filderbahnhof was estimated at 128 million euros. This share had already been determined before a planned for October 23, 2006 on the financing of Stuttgart 21. In mid-2007, the airport's share of the financing was still 150 million euros. This should fully finance the NBS station. According to the then Prime Minister Oettinger, the airport should not be involved in the risk of additional costs for the project beyond its 150 million euro share.

In the Memorandum of Understanding concluded in July 2007 between the federal government, the state, the region, the city and Deutsche Bahn for the implementation of the Stuttgart – Ulm rail project, no explicit part of the airport's financing is shown. The “state and its partners” committed themselves to secure the financing of Stuttgart 21 with up to 885 million euros, with an estimated total cost of around 2.8 billion euros. The airport should take on 150 million euros of the calculated total project costs of 2.8 billion euros. According to a press report, the region and the airport have also committed themselves to contribute a total of 150 million euros to the financing of a 780 million euros national share in the event of cost overruns.

According to the financing agreement dated March 30, 2009, the airport, as a contractual partner, assumed a share of 107.8 million euros as well as a further 112.242 million “to compensate for operating losses”, with the total cost of Stuttgart 21 estimated at 3.076 billion euros. The airport should assume up to 119.4 million euros for any additional cost increases. In addition, the airport undertook to build its own facilities worth 19.6 million euros, most of which had already been completed by this time. The NBS station “in the immediate area of ​​the terminal” with a single-track western and double-track eastern feeder is planned in the financing agreement. On July 16, 2008, the airport's supervisory board approved the transfer of 112 million euros to Deutsche Bahn. These funds are not tied to specific construction work.

The Stuttgart 21 financing contract from 2009 provided for the planning approval decision for the airport area to be received by the end of 2009. Legal proceedings should be completed by the first quarter of 2011. The construction work should be completed by the end of 2010 and awarded from the end of 2011. The construction work should run from the beginning of 2013 to the end of 2018. One year was planned for commissioning and trial operation, and operations should begin at the end of 2019. According to the financing agreement, the airport is contributing up to 227.2 million euros to the financing of the Stuttgart 21 project.

Exceptional approval from the Federal Ministry of Transport (full text)

After the Federal Ministry of Transport issued an exception permit valid until 2035 on June 18, 2010 , which enables long-distance and regional trains to run via the existing station, the plan approval procedure can be continued in the affected plan approval section 1.3.

According to the planning status from mid-2011, the accordingly adjusted plans should be submitted to the Federal Railway Authority in November 2011 and publicly displayed at the beginning of 2012. At the end of 2010, Deutsche Bahn did not expect the discussion procedure for the plan approval section to begin until late summer 2011 . In November 2011, Deutsche Bahn submitted new plans for the Filder section to the Federal Railway Authority. Deutsche Bahn did not expect the discussion to take place until July 2012 at the earliest and the start of construction in 2014. According to information from Deutsche Bahn, the plan approval procedure was interrupted in early 2012 in favor of the Filderdialog.

According to its own information, Deutsche Bahn applied for planning approval on May 2, 2013. The company expected the public hearing after the 2013 summer vacation. In order to be able to comply with the planned commissioning in December 2021, the planning approval decision must be available by the end of 2014. This means that the award procedure should begin at the beginning of 2015 and construction work should begin in 2016 at the latest. Template: future / in 2 yearsAccording to internal Deutsche Bahn documents, the probability of commissioning in 2022 is 80 percent.

According to information from Deutsche Bahn, the Federal Railway Authority will hand over the documents to the Stuttgart Regional Council in September 2013 . The planning documents were publicly displayed for four weeks from November 6th, the deadline for objections was December 19, 2013. Around 5500 objections were raised to the plans . In addition, 62 statements were received from public bodies . The plan approval decision was expected by Deutsche Bahn in autumn 2013 for the first quarter of 2015. According to DB information from November 2015, the building permit should have been available by March 2016 in order to be able to meet the commissioning date in December 2021.

The construction costs for the new train station on application road amount to 52 million euros (price as of 2009, without nominalization). Including the costs for the new line, airport tunnel, Rohrer curve, airport curve and the work on the Terminal station, costs of 536 million euros are estimated. For the airport company, the project is the largest single item in a 568 million euro investment program to expand Airport City . Among other things, the federal government participates in the financing in accordance with Section 8 (1) of the  Federal Railways Expansion Act. The disbursement of these funds is tied to the following milestones: "Start of tunneling (airport tunnel)," Tunnel a quarter of the jacking output each time "," EKrG portion of the New Stuttgart Trade Fair Center ". Around 10 million euros in federal funds were called for the latter milestone (as of June Information on the use of existing network funds ( service and financing agreement and 8 (2) Federal Railways Expansion Act) are kept under lock and key (as of June 2014). According to the Municipal Transport Financing Act , the federal government is also involved in the renovation of the Terminal station and the route between the Terminal station and Rohrer curve.

The Stuttgart trams are planning to extend the U6 light rail line from Fasanenhof / Möhringen to the Filderbahnhof. The project is to be implemented by 2016 and will cost 70 million euros (7 million euros of which are planning costs). According to information from the Stuttgart Region Association from 2013, the extension of the S6 to Neuhausen auf den Fildern planned by 2019 is only economical in connection with the Filderbahnhof .

As part of the construction work, the route between Echterdingen and Filderstadt is to be interrupted for one year, 2022, and buses will run as an alternative. The municipality of Filderstadt criticizes the closure.

The completion of the airport train station for the Gäubahn traffic is expected for 2028 (as of 2019).

Filderdialog

In February 2012, the Filder Dialog S21 was resolved, in which information should be provided about the solution and alternative plans planned by Deutsche Bahn.

72 randomly selected citizens (ten fewer than planned) and 86 representatives from project partners, municipalities, institutions and initiatives took part in the first of the three dialogue dates, on June 16, 2012 in the Filderhalle . 4500 citizens were invited at random.

121 people attended the second session. In a vote on the preferred variants, 35 citizens voted in favor of a variant favored by State Transport Minister Winfried Hermann , in which the trains from the Gäubahn from the direction of Horb via Stuttgart-Vaihingen and a tunnel to the planned main station. 27 citizens were in favor of a solution with a common train station for long-distance and regional traffic under Flughafenstrasse. The planning pursued by Deutsche Bahn received eleven votes. In July 2012, the project partners agreed to investigate a variant with a new train station located under Flughafenstrasse.

On the third of the three dates, there was a coordination between the Gäubahn variant favored by Transport Minister Winfried Hermann and the variant with a train station under Flughafenstrasse. 63 of the 109 remaining participants were in favor of the Gäubahn variant, 44 for the train station under Flughafenstrasse. On July 11, 2012 it was announced that the project partners preferred the Flughafenstrasse Plus variant . The Gäubahn variant preferred by most of the participants was not pursued because it contradicted the financing agreement.

Deutsche Bahn puts the loss of time caused by the Filderdialog for this planning approval section at 17 months.

Further discussion of variants

At the beginning of September 2012, DB board member Volker Kefer asked the state, the city and the region to come to an agreement on the financing of the additional costs by a steering committee meeting on October 22, 2012. State and city refused to participate in the additional costs.

On October 22, 2012, Deutsche Bahn presented the results of the feasibility study for the “Flughafenstrasse” variant. Due to the changed location of the station, the existing pipe line could be connected directly, the Terminal station would remain unchanged and would not be used for regional and long-distance traffic. The variant was no longer pursued in the mid-1990s, as the necessary closure of the airport road in front of the relief routes built in the course of the new trade fair was not feasible. The additional costs for the implementation of the “Flughafenstrasse” variant amounted to 224.2 million euros, the commissioning was delayed by one year to December 2022. This already takes into account that the construction time is shorter due to the open construction method compared to the application route.

The Ministry of Transport and Infrastructure put the additional costs of the Flughafenstrasse variant at 180 million euros, plus a risk provision. The Flughafenstrasse variant would not bring any additional benefit for regional and local transport.

In order to implement the Flughafenstrasse variant, Deutsche Bahn requested an addendum to the Stuttgart 21 financing agreement and announced that it would bear part of the additional costs. The state, the airport and the Stuttgart Region Association initially rejected additional financial contributions. In mid-November 2012, the Stuttgart Region Association announced that it would contribute five million euros to finance the additional costs. Prime Minister Winfried Kretschmann indicated a financial contribution of the state in the order of 24 million euros.

On March 15, 2013, Kefer requested a binding statement by March 22, 2013 whether the state was ready to participate in the financing of the Flughafenstrasse variant, otherwise the company would implement the application route. In order to meet the schedule, the plans for the application road would have to be submitted by the beginning of May 2013. In the course of the ongoing proceedings, another variant can still be used. DB withdrew its ultimatum a few days later.

The state government of Baden-Württemberg doubts the approval of the application route. Deutsche Bahn considers the route to be approved and, after considering all the circumstances, the best of all variants.

In April 2013, the state finally offered a financial contribution of 70 million euros if the speaking clause from the Stuttgart 21 financing agreement were deleted. According to Kretschmann, this mediation attempt went back to the SPD parliamentary group leader Claus Schmiedel . If necessary, the additional costs should be regulated in a separate financing agreement. According to a press report, Nils Schmid offered 75 million euros for the Flughafenstrasse variant at a "secret meeting" with representatives of Deutsche Bahn and with billing from Winfried Kretschmann . The Stuttgart Region Association had pledged 5 million euros. After Deutsche Bahn rejected this proposal, the state government decided on April 16, 2013 not to contribute to the financing of the additional costs.

The Ministry of Transport officially informed Deutsche Bahn at the end of April 2013 that the talks between the top of the railway and the state government had not led to any result and that the state would therefore not pay any more funds than the amounts agreed in the financing contract.

Critics complain that the planning statuses of the application route and the Flughafenstrasse variant are not comparable. The application route was too cheap and the alternative was calculated to be too expensive. Additional fire protection measures are also not taken into account in the application route.

At the beginning of 2015, the project partners held discussions at working level about better solutions for the Filderbahnhof. Three variants were discussed: the Filderbahnhof Plus variant, the third track variant (at the S-Bahn stop) and the Eastern connection variant (with an eastern Gäubahn connection to the NBS station).

On January 16, 2015, the project partners agreed at a top-level meeting in Berlin that the Filderbahnhof Plus and Third Track variants should be examined in depth by experts; the third variant was discarded. At the beginning of March 2015, the State Ministry of Transport announced that it would only want to talk about the third track variant . Other variants are either too expensive or not convincing in terms of traffic. Deutsche Bahn suggested that the state make its contribution in train path and station charges from additional train orders on the Gäubahn. With 18 additional trains per day over 20 years, a contribution of around 60 million euros would come about. The contribution is to be made with money that the state withholds from the current transport contract due to an overreach that it has warned about. On March 6, 2015, the project partners rail, state and city agreed on the construction of a third track at the Terminal station, an expansion of the Rohrer curve, the establishment of a regional traffic stop in Stuttgart-Vaihingen and the option of a connection from the airport curve to the new line Connect towards Ulm. The costs of the third track are to be financed by the Deutsche Bahn (around 35 million euros) from the state of Baden-Württemberg (through additional train orders on the Gäubahn from around 2025 in the amount of around 30 million euros) and the region (20 million euros). The financing is to be based on a contract outside the Stuttgart 21 financing contract. At the meeting of the Stuttgart 21 steering committee in spring 2015, a declaration of intent for the “third track” was signed. A finance contract was signed in November 2015.

In mid-2015, Deutsche Bahn divided the previous plan approval section 1.3 into two sections: section 1.3a was assigned the new line along the autobahn and the NBS station, the remaining components (terminal station, existing line, Rohrer curve) were transferred to section 1.3b. While section 1.3a is to go into operation together with Stuttgart 21, section 1.3b is scheduled to go into operation one to two years later.

The plans in Section 1.3a were submitted to the Federal Railway Authority on June 2, 2015 and approved with the planning approval decision of July 14, 2016. Thus, the railway initially had building rights in this section. With its judgment of December 4, 2018, the Administrative Court of Baden-Württemberg partially righted a complaint by project critics and revoked the building law. The plaintiffs as well as the state and Deutsche Bahn appealed against this judgment. With a decision in October 2019, the Federal Railway Authority ordered the immediate implementation of the planning approval decision again. Urgent motions against this decision were unsuccessful. The oral hearing is scheduled for May 28, 2020.

The plans for section 1.3b should be submitted to the EBA in the first quarter of 2016. The design was planned for the third quarter of 2016. The plan approval decision was planned for 2017, the start of construction for 2018. The plan approval procedure (as of June 2020) is still in progress.

As it became known at the end of June 2020, in the course of investigations for the Germany cycle, a tunnel to shorten travel times between the east end of the airport train station on the exhibition grounds and the Gäubahn between Rohr and Böblingen is being considered. This plan would replace the previously planned expansion of the airport / trade fair station.

Tenders and awards

In July 2017, a 2.2 km long section between Plieningen and the Stuttgart city limits was tendered across Europe. In the further section, which also includes the airport train station, the outcome of a lawsuit should be awaited.

In August 2018, the shell of the planning approval section 1.3a was tendered, including the airport tunnel. The contract to be awarded should run from July 1, 2019 to March 24, 2023. The construction contract was finally awarded on October 14, 2019 for 481.3 million euros to a bidding consortium of the companies Züblin AG and Max Bögl . This was possible despite the ongoing legal dispute because the Federal Railway Authority had ordered immediate execution. 94.5 million euros of the order total are attributable to the section of the new line tendered in 2017, 386.8 million euros to the remaining 3.1 km long section of the new line with the airport train station and the airport tunnel.

construction

Construction site of the future east access in March 2020

The mainline station is a tunnel station in an open design to be built between the exhibition center and the airport. When the new exhibition center was built, a route was already kept free in which the future route should run. A total of around 2.2 million m³ of excavated material will be produced.

In July 2016, Deutsche Bahn AG announced that it would start construction work in the area of ​​the Filderbahnhof in spring 2017. By setting up additional construction sites, the planned construction period of originally 5 years is to be shortened by 18 months.

The construction pit for the station is to be created at the future main entrance, on the edge of the Messepiazza. A shaft in the area of ​​the future eastern access is to be used for the tunnel construction, along with two other construction pits.

business

The shortest travel time between the main train station and Stuttgart Airport is to be reduced from 27 minutes today (with the S-Bahn) to eight minutes (with the ICE). The loss of travel time between long-distance trains stopping and passing long-distance trains is given as six minutes.

The operating program in the 1995 feasibility study for the Stuttgart 21 project provided for the following number of trains per working day and direction for 2010:

  • Direction Stuttgart Hauptbahnhof, on the new line: 48 ICE and IC trains, 24 IR trains and 66 Stadt-Express trains
  • Direction Stuttgart Hauptbahnhof, via Vaihingen: 48 S-Bahn
  • Direction Ulm: 48 ICE and IC trains
  • Direction Tübingen: 33 city express trains and 8 interregional trains
  • Direction Böblingen: 33 Stadt-Express and 16 IR-Interregio trains

In regional traffic, the Schwäbisch Hall –Stuttgart – Tübingen and Heilbronn –Stuttgart – Horb regional express train lines should be served.

The Stuttgart 21 synergy concept presented in November 1995 provided for a long-distance train to stop at the airport long-distance train station every hour.

The financing contract concluded in 2009 is based on the "Operating Scenario 2015", which is based on the feasibility study from 1994 and was further developed in 1997 as part of the "Verkehrsgutachtens Stuttgart 21". The demand-oriented supply forecast was based on the framework conditions and key data of the Federal Transport Infrastructure Plan 1992 and the 2015 transport forecast for the Federal Transport Infrastructure Plan 2003 (BVWP 2003) (from 2001, for 2015) was taken into account. This was adjusted again in 2004, after the BVWP 2003 was passed, and ultimately also made the basis for the Stuttgart 21 financing agreement of 2009. The following traffic volume was expected at the two stations on workdays:

  • 64 high-speed trains to and from Ulm / Munich at the NBS station
  • 32 long-distance trains to and from Singen / Zurich at the Terminal station
  • 36 long-distance trains from and to Ulm / Friedrichshafen at the NBS station
  • 92 regional trains to and from Horb at the Terminal station
  • 124 regional trains to and from Tübingen at the NBS station
  • About 180 S-Bahn connections at the Terminal station

According to information from 2007, 50 long-distance and 62 regional trains are expected at the new station. In 2010, the operating concept provided for nine trains per hour and direction on the western connection that was planned to be single-track at the time.

In October 2010, the Baden-Württemberg local transport company created an offer concept for regional transport 2020, which provides for the following local transport lines:

line Clock frequency
RE 1 Schwäbisch Hall-Hessental  - Waiblingen  - Stuttgart-Bad Cannstatt  - Stuttgart Hbf  - Stuttgart Airport / Exhibition Center (Terminal)  - Böblingen  - Herrenberg  - Singen (Hohentwiel) Two-hour intervals
RE 11 Schwäbisch Hall-Hessental - Waiblingen - Stuttgart-Bad Cannstatt - Stuttgart Hbf - Stuttgart Airport / Exhibition Center (Terminal)  - Böblingen - Herrenberg - Freudenstadt Hbf Two-hour intervals
RE 4 Aalen  - Waiblingen - Stuttgart-Bad Cannstatt - Stuttgart Hbf - Stuttgart Airport / Exhibition Center (Filderbahnhof)  - Tübingen Hbf Hourly
RE 5 Würzburg Hbf  - Heilbronn Hbf - Bietigheim-Bissingen - Stuttgart Hbf - Stuttgart Airport / Messe (Filderbahnhof)  - Merklingen  - Ulm Hbf (-  Friedrichshafen ) Hourly
RE 7 Karlsruhe / Heidelberg - Vaihingen (Enz) - Bietigheim-Bissingen - Stuttgart Hbf - Stuttgart Airport / Exhibition Center (Filderbahnhof)  - Tübingen Hbf Hourly

The timetable for the “stress test” (2011) also included a two-hour long-distance service from Karlsruhe to Munich and a two-hour ICE line from Nuremberg to Stuttgart to Zurich and several peak-hour trains.

As part of its target concept for 2025 (as of December 2015), the state plans to run hourly MEX lines from Nuremberg – Stuttgart – Freudenstadt, Gaildorf West – Stuttgart – Rottweil, Karlsruhe – Stuttgart – Tübingen and Schwäbisch Gmünd – Tübingen via the airport. In addition, an hourly IRE line Würzburg – Stuttgart – Ulm – Friedrichshafen / Lindau is planned. In addition, a two-hour IC line is planned between Stuttgart and Zurich. Nothing is known about long-distance traffic on the Stuttgart – Ulm axis.

According to the plan approval documents Pfa 1.3a (2015), the following arrivals and departures are planned at the Filderbahnhof on working days:

  • 32 high-speed trains to and from Ulm / Munich
  • 32 additional long-distance trains from / to Zurich / Singen
  • 72 regional connections to and from Horb
  • 204 regional connections to and from Tübingen and Ulm
  • approx. 240 S-Bahn connections

At the end of December 2017, it was announced that DB Fernverkehr was planning 16 departures a day in the direction of Rottweil / Horb / Zurich, 4 in the direction of Heidelberg / Frankfurt, 3 in the direction of Ulm / Munich and one in the direction of Mannheim. This would mean that the offer falls short of the financing contract and information in the arbitration . This caused outrage, especially with regard to the lower number of long-distance trains between Ulm and Stuttgart Airport, among those in favor of the project. State Transport Minister Winfried Hermann then started talks with the DB Management Board (as of January 2018).

According to later information from the state, a timetable working group set up in 2016 revealed that DB Fernverkehr had not planned any systematic operation of the airport train station. The country criticized this. DB Fernverkehr justified the reduced offer with further infrastructure measures that were not yet available, including the new Rhine / Main – Rhine / Neckar line.

The expert draft for the Deutschland-Takt (for the year 2030) presented in October 2018 provides for a train service of seven pairs of trains per hour for the Filderbahnhof, of which four pairs of trains via the NBS station (two long-distance and regional traffic) and three via the station Third track (two regional trains, one long-distance train). Additional trains at rush hour are not yet included.

Expected volume of traffic

Forecasts made around 25,000 travelers per day around 2002, including 9,000 in long-distance traffic. According to information from 2009, around 25,000 travelers per day are also usually there. At peak times (trade fairs), up to 39,000 travelers per day are expected.

With the improved rail connection, the airport expects 1.2 million additional passengers annually. According to information provided by airport manager Walter Schoefer, this figure, which was determined in 1997 and 2007, was not broken down according to access routes. So far (as of 2012) around 110 passengers on regional trains would travel from the Gäubahn to the airport every day; in long-distance traffic from Switzerland there are 10 travelers a day. Other figures speak of 1.5 million expected additional annual passengers. In mid-2007, a spokesman for the airport named an expectation of at least half a million additional passengers per year due to the improved rail link. This will make Stuttgart Airport more attractive for around a million people. Half a million previous passengers would migrate to the train at the same time.

A traffic forecast presented in 2013 expects 14,900 travelers west of the station and 11,000 east of the station in 2025. This source does not make a distinction between entrants, exits and drive-throughs. The accessibility of the traffic cell Leinfelden-Echterdingen / airport with public transport from the region, evaluated with the average travel time weighted according to traffic demand, should improve from 63 minutes (2010) to 48 minutes (2025).

According to the planning status of 1998, the proportion of air travelers arriving by public transport should double from 20 to 40 percent. 25,000 travelers were expected every day. This proportion was also mentioned in 2013, at which time 23 percent of air travelers traveled by train. According to the planning status from 1999, around 100 S-Bahn stops and around 200 regional and long-distance train stops were planned.

Transport links

Project Stuttgart 21

In addition to long-distance trains, the station will also be served by regional trains to and from Reutlingen / Tübingen . Among other things, a platform-level transition from passengers of these regional trains to long-distance trains towards Ulm is planned.

The planned train station is located on the Autobahn 8 , around 170 m from the airport terminal building. It is to be connected to the exhibition grounds and Terminal 1 of the airport via an approximately 180 m long mall. Due to the difference in height, the platforms next to the stairs should not be connected by escalators ; instead, 10 elevators with a capacity of 22 people each are planned. On the east side, an entrance with two further elevators is to connect the station with the car parks P10 and P6. In addition, there are emergency stairwells with locks and two fire service lifts at all entrances. Previously, escalators to the main entrance to the exhibition center and the old freight yard building were planned.

Criticism and alternatives

Comparative sketch of the concepts Stuttgart 21 and terminus 21 with airport connection

Critics of the planned connection criticize the threading in and out of the airport connecting lines at 80 km / h each, the integration of S-Bahn and long-distance trains in the existing station with only one track each, route conflicts and other operational restrictions. The airport train station, which is 26.4 m deep, is just as difficult for travelers as it is an additional 250 m walk. In the event of delays, connections between the two stations could not be secured.

The Stuttgart 21 alternative concept, terminating station 21, provides for a connection to the existing airport with a track triangle west of Denkendorf . From an approximately 9 kilometer long NBS connecting tunnel , which leads from Mettingen in a southern parallel position to the autobahn near Denkendorf, an underground connecting curve in a south-westerly direction is to be developed in order to swivel north of Neuhausen into a new section parallel to the north of the autobahn and above the existing one To reach the airport train station.

The advantages of this solution would be to be able to set up a ring line (from the main train station via Denkendorf to the airport and on via the Gäubahn back to the main train station). In Stuttgart-Vaihingen, a transfer option to long-distance trains on the Stuttgart-Zurich line could also be set up, the travel time of which via the Gäubahn between Vaihingen and the main train station is shorter than the route through the airport planned as part of Stuttgart 21. Furthermore, the communities on the Fildern would not be burdened by high-speed trains. Since the concept manages with just one airport train station, there is also less confusion to be expected among foreign guests.

According to information from the Stuttgart 21 project planner from 2006, a branch track with a new terminal station with a total volume of 370 million euros is required to connect the airport, as the existing airport station cannot accommodate the additional traffic. Proponents of Stuttgart 21 complain that the concept requires exactly the same exception permit in the airport area for which the S21 concept was criticized by proponents of K21 and that it leads to a greater traffic load on the Fildern.

Another proposal provides for a connecting station to be built on the new line between Scharnhausen and Denkendorf instead of a direct airport connection, where it is possible to transfer to an S-Bahn to the airport at the same platform.

The Filder Action Group is against the implementation of the Stuttgart 21 project, including the planned train station system at the airport.

Member of the Bundestag Matthias Gastel criticizes the long transition times foreseen in the Deutschland-Takt review draft .

Web links

Individual evidence

  1. DBProjekt GmbH, Stuttgart 21 (Ed.): Plan approval documents: Redesign of the Stuttgart railway junction. Expansion and new line Stuttgart - Augsburg, area Stuttgart - Wendlingen with airport connection: Section 1.1, valley crossing with main station. Construction km -0.4 -42.0 to +0.4 +32.0. Explanatory report Part I: General part . Plan approved document of January 28, 2005, p. 11.
  2. Gerhard Heimerl : Routing of the DB high-speed line Stuttgart - Augsburg - Munich: Comments and considerations on the documentation of the preliminary investigations of the ABS / NBS Plochingen - Günzburg . Stuttgart, 1988.
  3. Deutsche Bundesbahn, NBS project group of the Bahnbauzentrale (publisher): Information on the expansion and new construction line Stuttgart - Augsburg . Twelve-page leporello , Stuttgart, June 1991.
  4. DB ProjektBau GmbH Stuttgart 21 (Ed.): Plan approval documents: Redesign of the Stuttgart railway junction: Extension and new line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.1 Crossing the valley with the main train station. Construction km -0.4 -42.0 to +0.4 +32.0.
    1. Explanatory report Part II: Presentation of the choice of variants
    . Document dated October 4, 2004, approved by a resolution of the Federal Railway Office, Karlsruhe / Stuttgart branch office of January 28, 2005. File number 59160 PAP-PS21-PFA 1.1, p. 21.
  5. Deutsche Bundesbahn / Deutsche Reichsbahn (Ed.): New line Stuttgart - Ulm: The railway applies for the regional planning procedure . Press release from September 6, 1993.
  6. a b c d e Deutsche Bahn AG, Network Division, Stuttgart Regional Area, Projects (publisher): Project »Stuttgart 21«. The feasibility study . Brochure (40 A4 pages), Stuttgart, approx. 1995, pp. 19, 21, 32 (similar version as rosenstein-stuttgart.de ) (PDF; 14 MB).
  7. German Bundestag: Answer of the Federal Government to the minor question from the MPs Winfried Hermann, Dr. Anton Hofreiter, Peter Hettlich, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Printed matter 16/7104 - (PDF; 69 kB). In: Drucksache 16/7371 , November 29, 2007.
  8. ^ Deutsche Bahn AG, network division, Stuttgart regional area, project (ed. :): "Stuttgart 21" project: The feasibility study (overview) . Four-page information brochure, no year (approx. 1995).
  9. a b c d e f g h i Deutsche Bahn AG, division network, regional area Stuttgart, projects (ed.): The synergy concept Stuttgart 21. The results of the preliminary project . Brochure (44 A4 pages), Stuttgart, 1995, pp. 10 f., 17, 20 f rosenstein-stuttgart.de (PDF; 14 MB).
  10. ^ Gerhard Heimerl : Efficient transport as a location factor . In: The Railway Engineer . 1996, No. 5, ISSN  0013-2810 , pp. 8-12.
  11. ^ A b c DBProjekt GmbH Stuttgart 21 (ed.): Project "Stuttgart 21": The spatial planning procedure . Eight-page brochure, Stuttgart, approx. 1997, pp. 1, 4 f and supplement variant D 4 - Plieningen western bypass north of the A 8 motorway .
  12. a b DBProjekt GmbH, Stuttgart 21 (ed.): Plan approval documents: Redesign of the Stuttgart railway junction. Expansion and new line Stuttgart - Augsburg, area Stuttgart - Wendlingen with airport connection: Section 1.1, valley crossing with main station. Construction km -0.4 -42.0 to +0.4 +32.0. Explanatory report Part I: General part . Plan approved document of January 28, 2005, pp. 59–67.
  13. Volker Jung: Debt burden of the public sector and major rail transport projects . In: Internationales Verkehrwesen , Volume 58, Issue 4, 2006, pp. 159–161.
  14. ^ A b Klaus Arnoldi: Plea for a needs-based expansion , PDF file from April 2, 2004 (8 pages, 880 kB).
  15. a b c Stuttgart: Agreement on the Filderbahnhof signed ( memento of the original from November 1, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . Eurailpress , July 18, 2002. @1@ 2Template: Webachiv / IABot / www.eurailpress.de
  16. A calculation that works. The financing of the Stuttgart 21 . In: TurmForum Stuttgart 21 e. V. (Ed.): The Stuttgart project 21. Book accompanying the exhibition in the TurmForum Stuttgart 21 , p. 38 f.
  17. Look me in the eye, Stuttgart… . In: Stuttgart 21. The project magazine . Spring 1998 edition, 2nd edition, August 1998, ZDB -ID 1500833-2 , p. 4 f.
  18. ^ Konstantin Schwarz: In a few weeks building rights for the new main station . In: Stuttgarter Nachrichten . August 31, 2004, p. 15 .
  19. Over mountains and valleys: a short chronicle . In: Stuttgarter Zeitung . October 24, 2006, p. 20 .
  20. ^ A b Mathias Bury: One million additional passengers through Stuttgart 21 . In: Stuttgarter Zeitung . June 23, 2009, p. 19 .
  21. , Stuttgarter Nachrichten , No. 165, July 20, 2007, p. 24 f.
  22. Michael Isenberg: "We will not accept every request" . In: Stuttgarter Nachrichten . October 11, 2006, p. 18 .
  23. Trade fair and airport linked by rail . In: Stuttgarter Nachrichten . No. 165 , July 20, 2007, p. 24 .
  24. Konstantin Schwarz: Oettinger: City should take risk . In: Stuttgarter Nachrichten . October 25, 2006, p. 19 .
  25. Memorandum of Understanding between the Federal Republic of Germany, the State of Baden-Württemberg, Deutsche Bahn AG, DB Netz AG, DB Station & Service AG and DB Energie GmbH, the state capital Stuttgart, the Stuttgart Region Association for the realization of the new Stuttgart - Ulm line and the project Stuttgart July 21st, 19th 2007, bmvi.de (PDF, 3 pages).
  26. Konstantin Schwarz: Bahn boss: From 2010 on, the excavators will roll . In: Stuttgarter Nachrichten . No. 165 , July 20, 2007, p. 21 .
  27. State Parliament of Baden-Württemberg (ed.): Financing agreement for the Stuttgart – Ulm rail project ( Memento of the original from August 21, 2010 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. (PDF; 2.4 MB). Printed matter 14/4382 of April 22, 2009, pp. 13–15, 36 and Annex 7.2 ( Memento of the original of October 29, 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. . @1@ 2Template: Webachiv / IABot / www.landtag-bw.de @1@ 2Template: Webachiv / IABot / mvi.baden-wuerttemberg.de
  28. Financing contract Stuttgart 21, Annex 3.2a bahnprojekt-stuttgart-ulm.de (PDF, p. 5).
  29. Michael Isenberg: Airport helps railways on their feet ( Memento from July 14, 2011 in the Internet Archive ). In: Stuttgarter Nachrichten , August 20, 2008.
  30. ↑ Framework schedule for Stuttgart 21 (=  financing contract for Stuttgart 21. Annex 2.3). 2009 ( stuttgart21.wikiwam.de ( Memento from September 28, 2013 in the Internet Archive ) [PDF]). Framework schedule Stuttgart 21 ( Memento of the original from September 28, 2013 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 / stuttgart21.wikiwam.de
  31. Financing Stuttgart 21: What will the renovation of the Stuttgart railway junction cost? ( Memento of the original from October 25, 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 on the website bahnprojekt-stuttgart-ulm.de , accessed on January 14, 2013. @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de
  32. ^ DB Mobility Logistics AG (Ed.): Stuttgart 21: Exemption for S-Bahn route at the airport granted . Press release from June 21, 2010.
  33. The minister checks and checks…. In: Stuttgarter Zeitung January 27, 2010.
  34. Fricke: "Take the worries of the Leinfelden-Echterdinger with me". In: Stuttgarter Wochenblatt . (Online edition), August 25, 2011.
  35. Grube admits deficits ( memento of the original from March 1, 2011 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. . In: Stuttgarter Zeitung , December 28, 2010. @1@ 2Template: Webachiv / IABot / www.stuttgarter-zeitung.de
  36. Thomas Braun: Filderplanung is two years behind schedule . In: Stuttgarter Zeitung , November 14, 2011 stuttgarter-zeitung.de .
  37. What's next? . In: Stuttgarter Wochenblatt (online edition), November 24, 2011.
  38. a b Andreas Böhme: Kefer on advertising tour . In: Hohenzollerische Zeitung . March 19, 2013, p. 5 ( swp.de ).
  39. Thomas Braun, Markus Heffner: The schedule for the Fildertrasse is shaky . In: Stuttgarter Zeitung . June 19, 2013, p. 17 ( stuttgarter-zeitung.de ).
  40. Bettina Wieselmann: S-21-Manager: Everyone pulls together . In: Südwest Presse . September 6, 2013, ZDB ID 1360527-6 , p. 5 ( online ).
  41. Thomas Braun: Hearing initiated . In: Stuttgarter Zeitung . No. 234 , October 9, 2013, p. 19 (similar version stuttgarter-zeitung.de ).
  42. Thomas Durchdenwald: criticism of the plans of the railway . In: Stuttgarter Zeitung . No. 19 , January 24, 2014, p. 19 ( stuttgarter-zeitung.de ).
  43. The pumps are in operation . In: Stuttgarter Zeitung . No. 207 , September 6, 2013, p. 19 .
  44. Thomas Durchdenwald: Bahn sees S-21 start at the end of 2021 in danger . In: Stuttgarter Zeitung . No. 256 , November 5, 2015, p. 1 ( stuttgarter-zeitung.de ).
  45. a b Volker Kefer: Steering Committee Stuttgart 21 on October 22, 2012 (PDF; 1.9 MB) Deutsche Bahn. Pp. 14– October 16, 2012. Retrieved November 11, 2012.
  46. Hildegund Oßwald: Airport is flourishing despite falling flight numbers . In: Stuttgarter Zeitung . May 2, 2013, p. 21 (similar version stuttgarter-zeitung.de ).
  47. 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. 7, 8 ( dip21.bundestag.de [PDF]).
  48. ^ SSB AG (Ed.): Stuttgart 21 - Development Perspectives for Public Transport and Urban Planning . Presentation from June 24, 2009, p. 10.
  49. Annette Mohl: U 6 only in a package with longer U 5 . In: Stuttgarter Nachrichten , No. 194, August 22, 2012, p. 18. (similar version stuttgarter-nachrichten.de ).
  50. a b Thomas Faltin: The S-Bahn should run to Neuhausen as early as 2019 . In: Stuttgarter Zeitung . February 21, 2013, p. 19 ( stuttgarter-zeitung.de ).
  51. ^ Judith A. Sägesser: Filderstadt announces resistance . In: Stuttgarter Zeitung , Filder-Zeitung Süd . tape 75 , January 22, 2019, p. 1 .
  52. Eberhard Wein: Dependent on the state capital . In: Stuttgarter Nachrichten . tape 74 , February 7, 2019, p. 6 (similar version at stuttgarter-zeitung.de ).
  53. Proposal for a dialogue process "Filder-Dialog S21" . Four- page document dated February 24, 2012 ( bahnprojekt-stuttgart-ulm.de PDF).
  54. Markus Heffner, Norbert J. Leuven: Connection to the airport is the central point of contention . In: Stuttgarter Zeitung . June 12, 2012, p. 21 ( stuttgarter-zeitung.de ).
  55. Holger Gayer: The cymbals do not reconcile everyone in the Filderdialog . In: Stuttgarter Zeitung . June 18, 2012, p. 17 ( stuttgarter-zeitung.de ).
  56. Thomas Braun, Markus Heffner: Plus point for alternative routes . In: Stuttgarter Zeitung . June 30, 2012, p. 23 .
  57. The Hermann variant is in front . In: Stuttgarter Nachrichten , No. 149, 2012, p. 20.
  58. Markus Heffner: Partners check costs for new airport train station . In: Stuttgarter Zeitung , July 14, 2012, p. 21 (similar version stuttgarter-zeitung.de ( memento of the original from March 5, 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 note. ). @1@ 2Template: Webachiv / IABot / www.stuttgarter-zeitung.de
  59. Markus Heffner, Achim Wörner: City and region reject the Gäubahn variant . In: Stuttgarter Zeitung . July 9, 2012, p. 17 .
  60. Achim Wörner: Stuttgart 21 partner for Flughafenbahnhof Plus . In: Stuttgarter Zeitung . July 12, 2012, p. 19 ( stuttgarter-zeitung.de ).
  61. ^ Konstantin Schwarz: Eurotunnel technology on the Fildern . In: Stuttgarter Nachrichten . September 18, 2013, p. 20 .
  62. a b Markus Heffner, Achim Wörner: Dispute over money for airport station plus . In: Stuttgarter Zeitung . September 26, 2012, p. 19 ( stuttgarter-zeitung.de ).
  63. a b c Filder-Dialog S21: Airport train station under Flughafenstrasse . Stuttgart-Ulm rail project. Archived from the original on November 13, 2012. Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved November 11, 2012. @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de
  64. Konstantin Schwarz: Land must decide on the airport train station . In: Stuttgarter Nachrichten . March 7, 2013, p. 1 ( stuttgarter-nachrichten.de ).
  65. Michael Isenberg: Who pays for the improved airport train station? . In: Stuttgarter Nachrichten , No. 206, September 5, 2012, p. 17 ( stuttgarter-nachrichten.de ).
  66. Achim Wörner: Bahn puts pressure on the Filderbahnhof . In: Stuttgarter Zeitung , No. 188, September 5, 2012, p. 17 ( stuttgarter-zeitung.de ).
  67. Alexander Ikrat: Region ready to pay more for airport train station . In: Stuttgarter Nachrichten , November 8, 2012, p. 17 (similar version stuttgarter-nachrichten.de ).
  68. Kretschmann says Basta . In: Stuttgarter Nachrichten . November 14, 2012, p. 23 ( stuttgarter-nachrichten.de ).
  69. ^ Bahn issues country ultimatum . In: Stuttgarter Nachrichten . March 16, 2013, p. 21 (similar version stuttgarter-zeitung.de ).
  70. Thomas Durchdenwald: The variants come on the table one way or another . In: Stuttgarter Zeitung . March 20, 2013, p. 19 ( stuttgarter-zeitung.de ).
  71. Markus Heffner: Rail: Application route is the best option . In: Stuttgarter Zeitung . March 27, 2013, p. 21 ( stuttgarter-zeitung.de ).
  72. Reiner Ruf, Andreas Müller: Filderbahnhof Plus no longer has a chance . In: Stuttgarter Zeitung . No. 89 , April 17, 2013, p. 20 .
  73. Markus Heffner: The decision on Fildertrasse is imminent . In: Stuttgarter Zeitung . April 10, 2013, p. 19 ( stuttgarter-zeitung.de ).
  74. Michael Deufel: Schmiedel: The train has left . In: Stuttgarter Nachrichten . No. 221 , September 24, 2014, p. 16 .
  75. Reiner Ruf: Swan song at the Filderbahnhof plus . In: Stuttgarter Zeitung . No. 89 , April 17, 2013, p. 20 .
  76. Rejection letter to the railway . In: Stuttgarter Zeitung . April 24, 2013, p. 17 (similar version letter of rejection to the railway ).
  77. Jörg Nauke, Thomas Braun: The railway cannot afford additional costs . In: Stuttgarter Zeitung . February 26, 2013, p. 20 ( stuttgarter-zeitung.de ).
  78. ^ Christian Milankovic, Holger Gayer: Debate about airport train station reignited . In: Stuttgarter Zeitung . No. 10 , January 14, 2015, p. 17 ( stuttgarter-zeitung.de ).
  79. 'The prohibition to think must go away now' . In: Stuttgarter Nachrichten . No. 11 , January 15, 2015, p. 18 ( stuttgarter-nachrichten.de ).
  80. Christian Milankovic: S-21 planners are examining three variants at the airport . In: Stuttgarter Zeitung . No. 13 , January 17, 2015, p. 21 ( stuttgarter-zeitung.de ).
  81. Konstantin Schwarz: Country is determined when connecting to the airport . In: Stuttgarter Nachrichten . No. 53 , March 5, 2015, p. 1 ( stuttgarter-nachrichten.de ).
  82. Konstantin Schwarz: There is only one solution left for debate . In: Stuttgarter Nachrichten . No. 53 , March 5, 2015, p. 19 ( stuttgarter-nachrichten.de ).
  83. Holger Gayer: The S-21 partners form a new unit . In: Stuttgarter Zeitung . No. 55 , March 7, 2015, p. 21 .
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  85. ^ Contract for the construction of the Filderhalts . In: Stuttgarter Zeitung . tape 71 , no. 254 , November 3, 2015, p. 19 .
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  102. Stuttgart is gearing up for the future of transport policy . In: Süddeutsche Zeitung , No. 88, 1996 (supplement), ISSN  0174-4917 , p. 900.
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  110. Plan approval documents (...) PFA 1.3 Filder area with airport connection, section 1.3a, new line with NBS station (...) Annex 1: Explanatory report Part I. (PDF) May 29, 2015, p. 34 f. , accessed January 13, 2018 .
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Coordinates: 48 ° 41 ′ 31.7 "  N , 9 ° 11 ′ 45.3"  E