Stuttgart main station
| Stuttgart main station | |
|---|---|
 Stuttgart Central Station (2004)
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| Data | |
| Design | Terminus |
| Platform tracks | 18 (above ground: 1 to 16, underground: 101/102) |
| abbreviation | TS TS T ( Stuttgart Hbf (deep) ) |
| IBNR | 8000096 |
| Price range | 1 |
| opening | October 23, 1922 |
| Profile on Bahnhof.de | Stuttgart_Hbf |
| Architectural data | |
| architect | Paul Bonatz and Friedrich Eugen Scholer |
| location | |
| City / municipality | Stuttgart |
| country | Baden-Württemberg |
| Country | Germany |
| Coordinates | 48 ° 47 '2 " N , 9 ° 10' 54" E |
| Height ( SO ) | 247 m above sea level NHN |
| Railway lines | |
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| Railway stations in Baden-Württemberg | |
The Stuttgart Central is the most important station of the Baden-Wuerttemberg state capital Stuttgart and is with daily train stops in 1280 and about 300,000 travelers and visitors in fifth place of the busiest railway stations of Deutsche Bahn . The terminal station with 16 platform tracks is one of the 21 stations in the highest price class 1 from DB Station & Service .
In addition to its importance for long - distance and regional passenger transport in Baden-Württemberg, it is the main junction of the Stuttgart S-Bahn and, together with the Charlottenplatz stop, the most important junction of the light rail . Because of the characteristic clock tower with the Mercedes star , the main station has a high recognition value and is one of the landmarks of Stuttgart.
As part of the Stuttgart 21 project , the terminus station is being replaced by a covered through station in a low location with underground access routes. In addition to the station building with the clock tower, a new station hall is being built; the previous railway facilities are to be dismantled once they have been de- dedicated .
history
First and second central station
Until 1922, the Stuttgart main station was located on Schloßstraße, which is now called Bolzstraße in the relevant section, near Schloßplatz . There, building supervisor Karl Etzel was the first to build a four-track terminal station for the opening of the Württemberg Central Railway, which ran in two branches to Ludwigsburg and Esslingen .
The station was not noticeable in the development of the then Schloßstraße. A wooden hall spanned four tracks. The first train arrived from Cannstatt on September 26, 1846 . The first phase of railway construction in the Kingdom of Württemberg with routes to Heilbronn , Bretten , Ulm and Friedrichshafen was completed by 1854 (see also: History of the Railway in Württemberg ).
Due to the increasing volume of traffic, this first station was replaced by a new building at the same location between 1863 and 1868. The senior building supervisors Klein, Georg Morlok , Carl Julius Abel and the later town planning officer Adolf Wolff created this as an eight-track station with a magnificent facade and arches in the Renaissance style. Parts of the former station facade are now integrated into an event and cinema complex (Metropol).
On October 28, 1908, the express train D 38 from Berlin to Zurich arrived at the station late, at excessive speed and with black ice. The locomotive ran over the buffer stop and only came to a stop in the rail post office . An employee was injured there, the others were able to get to safety in good time. Since only the locomotive, not the wagons, derailed, the train was able to continue its journey. When the pushing locomotive required for the gradients of the Gäubahn wanted to sit behind the train in Stuttgart West station , it did so with too much momentum: its last car derailed. Reduced by this last car, the train continued its journey to Zurich.
Sketch of the old Stuttgart train station in 1863
Sketches of the old Stuttgart railway station in 1845 and 1868
Old Stuttgart train station around 1870. Class D locomotive in the foreground
Southern hall of the old Stuttgart train station
Central train station and post office 1900
Post office (right) and train station (left) around 1900
Old Stuttgart train station around 1910, city side
Centralbahnhof 1913
Former Central Station 2004
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Sprickerhof'scher through station
With a steadily increasing volume of traffic and other connected lines, the station increasingly reached its capacity limits in the early 20th century.
In 1905 there were three drafts for the redesign of the station:
- the Sprickerhof through station ,
- a terminal station, like the previous one on Schloßstraße (today Bolzstraße), as well as
- a terminus station, like today's one on Schillerstraße
The concept of the Sprickerhof through station was presented in 1901. The Gäubahn and the route from Feuerbach were to be led in three parallel, double-track tunnels with a gradient of 1: 100 from Wolframstraße in an arc of 300 meters through the Kriegsberg to the main station. This would have run from Bahnhofstrasse over Kriegsbergstrasse, with the track system being at the level of Ludwigsburger Strasse. The routes of switches should lead about 150 meters into the tunnel. The station building was to be built in the area of the main customs office at that time. The above-ground areas between Schloßstraße and Schillerstraße would have been cleared for this project. A commission of external experts spoke out against the project, which was no longer pursued due to considerable construction difficulties and inadequate dimensioning of the station system.
Today's main train station
Today 's main train station was built from 1914 to 1928 at today's Arnulf-Klett-Platz, 500 meters east of the previous building.
1910, wrote Royal Württemberg State Railways one as principal architect competition from, which was attended by 70 offices. The office of Paul Bonatz (1877–1956) and Friedrich Eugen Scholer (1874–1949) won first prize with his design “umbilicus sueviae” (Swabia's navel). After numerous changes, for example moving the tower from the main facade to the palace garden wing, construction began on Cannstatter Straße in 1914. There were also changes to the plan during the construction phase. Because of the track to the old station, the construction had to be done in two parts. On the night of October 22nd to 23rd, 1922, the first component with tracks 9 to 16 was put into operation and then the tracks to the old station were demolished.
Since the further construction of the new station was delayed for financial reasons, the city of Stuttgart granted the Deutsche Reichsbahn a loan of two million Reichsmarks in 1925 (corresponds to EUR 7.7 million after adjustment for inflation ) and in 1927 another loan of 5 million Reichsmarks (corresponds to 18 , 3 million euros). The second component was completed in 1928, on May 15, 1933 the electrification of the 16 tracks was completed.
During the air raids on Stuttgart during World War II , the main train station was severely damaged several times, even though a mock system near Lauffen am Neckar was able to attract many attacks from 1940 to 1942 . The reconstruction took several years. Since August 20, 1987, Stuttgart Central Station has been registered as a cultural monument of particular importance (according to Section 12 DSchG ) in the monument register.
On June 15, 1993 at 9:07 am, the Interregio 2193 from Karlsruhe to Salzburg ran over the buffer stop on track 14 and came to a stop on the cross-platform two to three meters in front of a drugstore. 21 passengers and the driver were injured, damage of 350,000 DM resulted. The train continued its journey 20 minutes late and without the first three cars. Human error was assumed to be the cause of the accident.
The reception building is to be converted from the beginning of 2020. Remaining shops and service facilities were closed in mid-August 2019 in preparation for this.
In the operating point directory , the Hauptbahnhof train station is listed as TS and is one of the 21 stations in the highest price class of DB Station & Service .
S-Bahn and light rail
A draft for an S-Bahn submitted in the mid-1950s provided for a four-track stop with two 175-meter-long central platforms under the main train station, which were to have two tracks in the direction of the city center and four tracks in the direction of Feuerbach / Bad Cannstatt.
Between 1971 and 1978 the underground station Hauptbahnhof was built for the S-Bahn in the central Neckar area for the Stuttgart connection line , which was built using a top-down construction and crosses under the main hall at the level of the small counter hall. This stop has two tracks and a central platform. On October 1, 1978 the first S-Bahn ran.
In connection with the introduction of the S-Bahn, a parking garage with 90 parking spaces was built and also opened in 1978.
After a four-year planning phase, construction work began on a new SpDrL 60 central signal box at the main train station on October 3, 1973 . The facility was gradually put into operation: first (on October 1st and 2nd, 1977) for the parking yard, then for the passenger and freight yard (November 5th and 6th, 1977). The connecting line of the S-Bahn (to the then terminus Schwabstraße) was activated on October 1st, 1978.
A total of 95 main signals , 93 distant signals , 583 blocking signals , 506 point machines and 530 track circuits as well as 169 axle counting circuits were integrated into the layout. The new signal box replaced twelve old signal boxes. DM 68 million was invested in the signal box and its outdoor facilities. Today five to seven dispatchers work in the signal box .
The underground light rail station "Hauptbahnhof (Arnulf-Klett-Platz)" under the Arnulf-Klett-Platz in front of the station hall was opened to traffic on April 9, 1976. Today ten tram lines of the Stuttgart Stadtbahn operate here .
The S-Bahn station at the main train station was (as of 1993) used by around 120,000 passengers per day. Including 55,000 people changing to long-distance, regional and city transport, around 15,000 passengers in the cross-corner traffic between Feuerbach and Bad Cannstatt and around 50,000 people getting on and off. Around 75,000 passengers change trains every day at the SSB stop at the main train station. In the meantime (2016) 140,000 passengers get on and off at the S-Bahn station every day. With the commissioning of Stuttgart 21, the volume should decrease by around 20 percent. The S-Bahn station is called Stuttgart Hbf Tief and is 20 m below the terminus.
Building
The station building consists of cubes that are nested symmetrically and asymmetrically. The different sizes, dimensions and designs of the cubes are characteristic. Concrete and steel were used in the construction of the station building, the facade was then clad with roughly hewn shell limestone blocks that were firmly walled up with bricks. The shell limestone comes from the trochitic limestone of the Upper Muschelkalk from the area around Crailsheim . Inside, sandstone, tuff and brick define the walls. These are partly designed as flat wooden ceilings and partly as reinforced concrete structures. The safety pillars in the head platform hall are made of exposed concrete .
The station is also integrated into the city of Stuttgart in terms of urban planning. The structure adapts to the sloping terrain (there is a height difference of almost five meters from the tower to the north exit). Bonatz rejected a street that originally led to the center of the train station and created today's Lautenschlagerstraße, which leads to the small counter hall.
The building is characterized both by conservative elements, which can be seen, among other things, in the monumentality and the architectural decoration, as well as by progressive parts, which are shown in the compositional principle, mostly flat roofs and other elements. The construction is an important example of the Stuttgart school . Mihály Kubinszky describes it as one of the “most successful and characteristic train stations of its time”, Gottfried Knapp describes it as “the most important station building between historicism and modernity”. Carroll Meeks explains that the fact that for 95% of travelers the train station is the end of their journey, necessitates a permanent and massive construction. As construction progressed, the style became simpler and harder. From today's perspective, it looks like “ Nazi design avant la lettre ”. The writer WG Sebald writes: “… Stuttgart main station, the natural stone bastion designed by the builder Paul Bonatz, as I later learned, before the First World War and completed soon after, which in its angular brutalism already anticipated some of what was to come later ... "
For Christoph Ingenhoven , the architect of the new station, the station is only acceptable because of the “huge losses […] of historical substance […] that Germany has suffered”. He finds Bonatz's original visions “difficult to digest”, which went “in the direction of a knight's castle or Valhalla” and can still be found on the building. Nevertheless, he considers the station building to be a “first-class monument”.
In its decision to demolish the side wings, the Stuttgart Regional Court stated that only the head platform hall, the tower, the counter halls and the columned hall were decisive for the architectural recognition of the work, but not the side wings.
Tracks and platforms
Platforms above ground
Since the existing tracks to the old station were in operation until the new one went into operation, a three-part track hall was provided in the competition design at the suggestion of the General Directorate of the State Railways. Later this plan was changed to low canopies of the individual platforms with smoke slots above the tracks, the pillars of these roofs were placed on the baggage platforms. Due to the shortage of materials after the First World War, the planned platform roofing for tracks 1 to 16 was not made of steel, but of wood. After it was destroyed in the Second World War, a new reinforced concrete roof was built. The above-ground platforms have a continuous platform height of 76 centimeters, are usually 8.45 meters wide and between 326 meters (platform 7, with tracks 13 and 14) and 470 meters (platform 8, with tracks 15 and 16) long.
Platforms S-Bahn
In the underground S-Bahn station (third basement), lines S1 to S6 and S60 of the Stuttgart S-Bahn stop on two tracks (tracks 101 and 102) . S-Bahn (S-Bahn) in the direction of Schwabstraße stop on track 101, while the S-Bahn ( S-Bahn) in the direction of Bad Cannstatt and Nordbahnhof stops on track 102 . The platform is 96 centimeters high and 210.3 meters long.
Above-ground track apron
The track apron connects five tracks for regional and long-distance traffic (one track to the Gäubahn and two tracks each in the direction of Bad Cannstatt and Feuerbach) with the station tracks, and five more tracks connect the main train station with the parking facility at Rosensteinpark. The track apron is protected as a whole under the Baden-Württemberg Monument Protection Act, but will be removed from Stuttgart 21 after completion.
Tunnel mountains
The necessary overpass structures were built according to plans by Karl Schaechterle between 1908 and 1914. Of particular importance is the three-story southern overpass, better known as the track or tunnel mountains . It enables operation without crossings, in some cases comparable to that of a through station, and received a lot of attention from experts at the time. This was due to the fact that, for the first time in railway construction, more than two tracks were laid one above the other.
A 700 meter long and 32 per thousand steep ramp connects the tracks with the S-Bahn station. It passes under the tracks and platform systems of the terminus over a length of around 500 meters. In the course of their construction, tracks 1 to 3 were not available from 1971 to 1974. As a replacement, a platform was built on track 1a.
In preparation for the Stuttgart 21 project, platforms have been extended and relocated in the direction of the apron since May 2010. Track 1a was removed in September 2010 so that a construction logistics route could be built in its place.
Before the start of construction work for Stuttgart 21, the Stuttgart main station had a total of 140 kilometers of railway tracks and 385 points on an area of 82 hectares.
Signal boxes
When the station opened, there were two command control centers : From tracks 1 to 4, routes to and from the suburban tracks to Cannstatt could be set from track 1, and tracks 4 to 7 could be used to enter and exit the suburban tracks to Feuerbach. The routes for the long-distance traffic tracks were provided from signal box 2, tracks 7 to 12 could be used to enter and exit the Gäubahn as well as the long-distance tracks to Feuerbach, and tracks 8 to 13 could be accessed from the long-distance tracks Cannstatt. On tracks 12 to 16, it was possible to enter from the long-distance tracks from Feuerbach and exit to the long-distance tracks in the direction of Bad Cannstatt. In addition, there were further signal boxes for the connection to the parking yard (signal boxes 3 and 5) and to the freight yard (signal box 4).
In 1977 the signal boxes were replaced by a central signal box south of platform 16. Since then there have been regular train routes from and to the S-Bahn tracks to Bad Cannstatt from tracks 1 to 6 and the S-Bahn tunnel, from and to the S-Bahn tracks to Zuffenhausen from tracks 3 to 12 and the S-Bahn Railway tunnel and from and to the Gäubahn from tracks 3 to 12. It is possible to enter from the long-distance tracks from Zuffenhausen on tracks 3 to 16, and the exit towards Zuffenhausen from tracks 3 to 12. Trains can take the long-distance tracks to Bad Cannstatt Exit via tracks 12 to 16; you can drive from there to tracks 8 to 13.
Station tower
The 56 meter high station tower is a landmark of the city of Stuttgart and forms the end of Königstraße. It is founded on 288–290 piles between 10 and 11 meters in length . It is controversial whether the piles are made of reinforced concrete or oak, but Deutsche Bahn refuses to drill test holes because, according to the report, the station tower is on reinforced concrete piles and the question is not of decisive importance for the construction of Stuttgart 21. When it was completed in 1916, the tower only had a restaurant on the top floor and a waiting room intended for King Wilhelm II . In 1926, the café run by Eugen Bürkle (with a meeting room, tea room, wine bar, dining room and roof restaurant) was advertised with the slogan “Most beautiful train station restoration rooms in Germany”. After the tower was little damaged in World War II , a rotating Mercedes star with a diameter of 5 meters was installed on the tower roof in 1952 , which has shaped the silhouette of the building ever since. The proceeds went towards rebuilding the station. From 1955 to 1976 the station tower was used as a hotel and at times also as accommodation for railway employees. The Turmforum has been providing information on the Stuttgart 21 project on four levels since 1998. In the conference room on level 9, the Stuttgart-Mitte registry office has been offering the possibility of getting married since 2000 . There is also a bistro and a viewing terrace in the tower (elevator and entry free). There is a clock on the tower with a dial diameter of five and a half meters.
Head platform hall
The head platform hall is directly adjacent to the cross platform hall of tracks 1 to 16. On the track side, the head platform hall is closed with a reinforced concrete wall in order to reduce the effects of a possible brake failure. The eight round arches to the cross platform are divided into three parts: At the top they are each closed by a round arched window, the middle part at the height of the platform roofs is solid and in the lower part there is a full-width passage to the cross platform hall, where the platform barriers were originally located. A similar arrangement can be found on the opposite side facing the city. The original ceiling construction was destroyed in the Second World War, the current roof was completed in 1950.
Between the small and large ticket halls, on the side facing away from the tracks, there were originally waiting rooms and restaurants that were separated into classes . Some of the 40 shops and restaurants that were in the station in 2009 were built into the head platform hall, the others can be reached from the hall. The building ends with an arcade towards Arnulf-Klett-Platz . At the transition to the station tower, an arch designed as a glare field takes up the design of the arch fields, while a balcony facing the head platform hall gives the hall the character of an outdoor area.
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In the course of the Stuttgart 21 project, the passageways that now lead to the cross-platform hall are to be closed by a glass construction, but the basic tripartite division of the round arches is to be retained. On the side facing the city, the wall panels in the middle of the arched fields are to be partially removed in order to be able to illuminate the office space behind. Two stair connections and three light openings are to be created for the distribution level below the head platform hall, so that the head platform hall will remain “accessible and tangible”. With its current function, however, it will also lose some of its importance.
A wire cage has been erected in an elevated form in the hall as a dovecote , which serves to limit the multiplication of city pigeons .
North exit
The north exit connects the head platform hall with Friedrichstrasse ( B 27 ), until 2012 it was the only barrier-free access to the main station. Originally there was a station forecourt with a pavilion in the center in front of the north exit, later a parking lot and access to the underground Velcro passage . From summer 2012 to October 2013 the north exit was closed and direct access to the Klett-Passage was not usable, as the technology building for Stuttgart 21 is being built at this point. The parking lot, which has also not been available since summer 2012, has been partially usable again since mid-2014. Barrier-free access was only possible via a detour during the shell construction of the technical building: A new passage was created on the north-west side, around 100 meters next to the former north exit, to the side of the platforms, which currently serves as another barrier-free access to the station.
The arch field above the north exit takes up the design of the other arch fields of the head platform hall.
Small counter hall
The small counter hall is oriented towards Lautenschlagerstraße and the Zeppelin building , also designed by Bonatz and Scholer . The small counter hall was originally intended for the suburban traffic in Stuttgart via tracks 1 to 6 and also provided access to the adjoining Reichsbahn hotel , which later became the Intercity Hotel . Today the small counter hall is used for events at times, otherwise it is empty.
Central exit
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The central exit (also central hall) connects the head platform hall with the Arnulf-Klett-Platz, it is set back behind the pillars of the arcades. As a counterpart to the clearly perceptible entrances, it is not visible from the outside. Above the central exit is a coat of arms of Württemberg , which was moved here when the Königstor was demolished at the end of Königstraße in 1922. From the middle exit there is access to the Klett-Passage, there is no way to cross the Arnulf-Klett-Platz above ground. As part of the Stuttgart 21 project, the stairs to the head platform hall are to be divided into three parts and the middle part of the stairs is to be torn down to create direct access to the distribution level behind.
Large ticket hall
In the facade of the reception building, the large counter hall appears as a risalit and an independent structure. The arched opening towards the city enhances the monumentality and thus affects the routing. It also takes up the motif of a city gate, which was traced due to the original location of the station in front of the city. The spatial effect results not only from the spaciousness of the hall, but also from the functionality for rail travelers. The former Königstor, which had stood at the beginning of Untere Königstraße since 1809 and actually served the function of a city gate, was perceived as a traffic obstacle after the construction of the main station and was demolished in 1922. Paul Bonatz saved the coat of arms of the Königstor and had it installed above the central entrance in the platform hall.
The large ticket hall was initially intended for long-distance traffic, which was handled via tracks 7 to 16. The large ticket hall accommodates traffic coming from Königstraße , but is not aligned with the axis of Königstraße. Inside, the large counter hall has the character of a vestibule , the way to the head platform hall leads via an outside staircase. The original staircase was demolished in the 1970s and replaced with a new staircase and two escalators. During the same period, the floor was broken through in order to create access to the Velcro passage.
Today, the DB travel center and the AIRail check-in counters are located in the large counter hall, and the large counter hall is connected to Königstraße via the underground Velcro passage.
As part of the Stuttgart 21 project, the wall of the large counter hall facing the train station is to be broken through in order to gain direct access to the planned distribution level behind. The planned openings should take up the proportions of the round arches above. The stairs to the platform hall should be removed, as otherwise the passage width would not be sufficient for the expected flow of people and the spatial separation created when the stairs were retained would inevitably desert the counter hall. The future main distribution bridge is centered on the large counter hall so that the main traffic flows continue through it.
North wing
The approximately 20-meter-wide north wing consisted of a cubic section for the railway mail , which was used by Deutsche Post AG until July 2010 , and adjoining office space that was most recently used by the Intercity Hotel and the Federal Police. With a length of 83 meters, the north wing enclosed only part of the platform facilities; the remaining length was followed by the freight station, which was abandoned around 1995. As part of the Stuttgart 21 project, the north wing was demolished from the end of August 2010 to the end of September 2010 (see also: History of Stuttgart 21 # demolition ).
Kurt-Georg-Kiesinger-Platz is located between the north wing and Heilbronner Strasse , see north exit above . The new LBBW building is located at this place , and the remaining main building of the former Federal Railway Directorate is on the other side of the street .
Palace garden wing
The palace garden wing, also known as the south wing, continued the axis of Königstrasse and closed off the train station from the palace garden. The wing itself was 200 meters long and, together with the large counter hall and the station tower, formed a 277 meter long facade to the palace garden. The facade was interrupted by the station tower and three 27-meter-wide risalits , which indicated the positions of the passenger tunnel and the former post and express goods tunnels. The wing concealed the difference in height between the Middle Castle Garden and the railway facilities, and in the steam locomotive era it also protected the castle garden from soot and noise from railway operations and served as a blind building . The inside of the wing was used for service rooms and express goods .
The palace garden wing was demolished in January 2012 as part of the Stuttgart 21 project . According to the architect Christoph Ingenhoven, preservation as part of the project was "technically absolutely impossible" because the wing would have cut the new underground platform hall.
Velcro passage
In the second basement under the station forecourt ( Arnulf-Klett-Platz ), seven tram lines cross the lower S-Bahn station. The Klett passage on level −1 is the access and distribution level to the long-distance and regional trains on level +1, to the S-Bahn on level -3, to the city train on level -2, and to Arnulf-Klett-Platz on level 0 and downtown. Among other things, it also houses a larger shopping mall.
Another part of the first basement is an underground car park with 120 parking spaces, which serves as a civil defense facility with 4,500 spaces. In the event of a disaster or defense , part of the underground car park (which can be separated by pressure gates) would be provided with beds, the technical rooms, kitchen, sanitary facilities, water and air treatment for the bunker are located on the second basement floor.
Others
The front of the station building bears a quote from Georg Wilhelm Friedrich Hegel as illuminated inscription: "... that this fear of being wrong is the mistake itself." This neon sign is a work by the artist Joseph Kosuth from the early 1990s.
In the main hall, near the south exit, there is a DB lounge for first-class travelers, bahn.comfort customers as well as first-class AIRail travelers and senators .
The Schillerstrasse (Arnulf-Klett-Platz) in front of the train station is used by up to 50,000 vehicles every day.
Transport links
In 1994 Stuttgart main station had a daily destination and source traffic of 49,400 passengers in regional traffic (excluding S-Bahn) and 39,000 in long-distance traffic (ICE, IC, IR). In 1996, around 49,000 regional and 45,000 long-distance passengers were counted every day. With around 210,000 travelers per day, the train station was the largest in Baden-Württemberg around 2005. In 2014, more than 12,000 people switched between the light rail and regional trains every day.
According to DB, 164 long-distance trains, 426 local trains (as of 2009) and 838 S-Bahn trains (as of 2019) serve the station every day.
In a study by Stiftung Warentest on the punctuality of train traffic at ten German main train stations in autumn 2008, 23 percent of arriving trains arrived at Stuttgart main station with a delay of four minutes or more. Stuttgart Central Station achieved the second best result after Leipzig Central Station . In a more recent study, which compared long-distance traffic arrivals between July 2010 and February 2011 for 20 large German train stations, 30 percent of the trains in Stuttgart arrived at least six minutes late.
Long-distance transport
The most important long-distance passenger rail lines in Stuttgart Central Station :
| line | route | Clock frequency |
|---|---|---|
| ICE 11 | Hamburg-Altona - Berlin - Leipzig - Erfurt - Frankfurt - Mannheim - Stuttgart - Ulm - Augsburg - Munich | Every two hours |
| Wiesbaden - Mainz - Mannheim - Stuttgart - Munich | Indent | |
| ICE 15 |
Stuttgart - Vaihingen (Enz) - Heidelberg - Darmstadt - Frankfurt (Main) - Erfurt - Halle (Saale) - Berlin
(From Frankfurt (Main) continue as ICE sprinter) |
one train, Saturday + Sunday |
| ICE 22 | ( Kiel -) Hamburg - Hanover - Frankfurt - Mannheim - Stuttgart | Every two hours |
| ICE 26 | Frankfurt (Main) - Heidelberg - Vaihingen (Enz) - Stuttgart | a train (evening) |
| ICE 42 | Hamburg - Bremen - Münster - Dortmund - Essen - Duisburg - Cologne - Frankfurt Airport - Mannheim - Stuttgart - Ulm - Augsburg - Munich | Every two hours |
| ICE 45 | Cologne - Wiesbaden - Mainz - Mannheim - Heidelberg - Stuttgart | a pair of trains |
| ICE 47 | ( Münster -) Dortmund - Essen - Duisburg - Cologne Exhibition Center / Deutz - Frankfurt Airport - Mannheim - Stuttgart | Every two hours |
| ICE / TGV 83 | Paris Est - Strasbourg - Karlsruhe - Stuttgart (- Ulm - Augsburg - Munich) | five pairs of trains daily |
| IC 30 | Hamburg - Dortmund - Duisburg - Cologne - Koblenz - Mannheim - Stuttgart | Every two hours |
| IC 32 | (Berlin - Hanover -) Dortmund - Duisburg - Cologne - Koblenz - Mannheim - Stuttgart (- Ulm - Innsbruck / Klagenfurt / Oberstdorf ) or (- Nürtingen - Reutlingen - Tübingen ) a pair of trains to Innsbruck, Klagenfurt, Oberstdorf and Tübingen | Mon – Thu, Sat: four pairs of trains Fri, Sun: seven pairs of trains |
| IC 60 | Karlsruhe - Stuttgart - Ulm - Augsburg - Munich | Every two hours |
| IC 61 | Karlsruhe - Pforzheim - Stuttgart - Aalen - Nuremberg (- Augsburg - Munich) | Every two hours, a pair of trains to Leipzig |
| IC 62 | Frankfurt - Darmstadt - Heidelberg - Stuttgart - Ulm - Augsburg - Munich - Salzburg (- Klagenfurt / Graz ) | four pairs of trains |
| IC 87 | Stuttgart - Singen (- Zurich ) | Hourly (every two hours continuously to Zurich) |
| RJ 90 | Frankfurt - Mannheim - Stuttgart - Ulm - Munich - Salzburg - Vienna (- Budapest ) | two pairs of trains on weekends |
| FLX 10 | Stuttgart Hbf - Heidelberg - ( Weinheim (Bergstrasse) -) Darmstadt - Frankfurt (Main) Süd - ( Fulda - Eisenach - Gotha -) Erfurt - Halle (Saale) - Berlin Südkreuz - Berlin Hbf | 1-2 train pairs (until March 20, 2020 ) |
In the 1939 summer timetable, the main train station had a total of 88 arrivals and departures per day by regular long-distance trains. In the ranking of the most heavily used nodes in the network of the Deutsche Reichsbahn, it was ranked 18th. With a total of 205 arrivals and departures of regular long-distance trains per day, the main station was the fifteenth most important node in the network of the Deutsche Bundesbahn in the 1989 summer timetable. With a total of 284 such arrivals and departures, it was in seventh place in the Deutsche Bahn network in the 1996 summer timetable. With 242 arrivals and departures per day, it was ranked 11th in the 2004 annual timetable.
Regional traffic
In rail transport of Stuttgart Central is served by the following lines:
| route | Clock frequency | |
|---|---|---|
| IRE 1 | Karlsruhe - Pforzheim - Mühlacker - Vaihingen - Stuttgart | Hourly (weekend two- hourly ) |
| Karlsruhe - Pforzheim - Mühlacker - Vaihingen - Stuttgart - Schorndorf - Schwäbisch Gmünd - Aalen | Every two hours | |
| IRE 6 | Stuttgart - Reutlingen - Tübingen (- Hechingen - Albstadt-Ebingen - Sigmaringen - Aulendorf ) | Hourly (wing every two hours in Tübingen with onward journey to Rottenburg / Horb or Aulendorf) |
| RE 5 | Stuttgart - Esslingen - Plochingen - Göppingen - Geislingen - Ulm - Biberach - Friedrichshafen city - Lindau | Hourly |
| RE 8 | Stuttgart - Ludwigsburg - Bietigheim - Heilbronn - Bad Friedrichshall - Osterburken - Lauda - Würzburg | Hourly |
| RE 10a / b | (Tübingen - Plochingen) - Stuttgart - Ludwigsburg - Bietigheim - Heilbronn | Hourly (at off-peak times as well as Sundays and public holidays only Stuttgart-Heilbronn) |
| RE 14a | Stuttgart - Boeblingen - Herrenberg - Eutingen - Horb - Rottweil | Every two hours (until Eutingen together with RE14b, there occurs train split) |
| RE 14b | Stuttgart - Boeblingen - Herrenberg - Eutingen - Freudenstadt | Every two hours (until Eutingen together with RE14a, there occurs train split) |
| RE 17b | Stuttgart - Ludwigsburg - Bietigheim - Vaihingen - Mühlacker - Bretten - Bruchsal - Heidelberg | Every two hours (even hours, to Mühlacker together with RB 17a, where trains are divided) |
| RE 19 | Stuttgart - Waiblingen - Backnang - Gaildorf West - Schwäbisch Hall-Hessental (- Crailsheim ) | Every two hours (during peak hours to Crailsheim) |
| RE 87 | Stuttgart - Boeblingen - Horb - Rottweil - Tuttlingen - Singen | Every two hours (IC 87 Stuttgart – Zurich is open for local transport tickets to Singen) |
| Stuttgart - Böblingen - Herrenberg - Horb - Rottweil - Tuttlingen - Singen (- Constance ) | Every two hours (IC-87 short run Stuttgart – Singen are approved for local transport tickets) | |
| RE 90 | Stuttgart - Waiblingen - Backnang - Gaildorf West - Schwäbisch Hall-Hessental - Crailsheim - Ansbach - Nuremberg | Every two hours |
| RB 13 | Stuttgart - Waiblingen - Schorndorf - Schwäbisch Gmünd - Aalen (- Ellwangen - Crailsheim) | Half-hourly (at off-peak times as well as Sundays and public holidays only hourly; to Ellwangen every hour, to Crailsheim every two hours) |
| RB 16 | Stuttgart - Esslingen - Plochingen - Göppingen - Geislingen - Ulm | Hourly intervals (every half hour until Geislingen, hourly to Ulm) (+ amp) |
| RB 17a | Stuttgart - Ludwigsburg - Bietigheim - Vaihingen - Mühlacker - Pforzheim (- Bad Wildbad / Wilferdingen-Singen) | Hourly (individual trains to Bad Wildbad or Wilferdingen-Singen, to Mühlacker together with RE 17b or RB 17c, where trains are divided) |
| RB 17c | Stuttgart - Ludwigsburg - Bietigheim - Vaihingen - Mühlacker - Bretten - Bruchsal | Every two hours (uneven hours, to Mühlacker together with RB 17a, where trains are divided) |
| RB 18 | Tübingen - Plochingen - Stuttgart - Ludwigsburg - Bietigheim - Heilbronn - Bad Friedrichshall - Osterburken | Hourly |
| RB 19 | Stuttgart - Waiblingen - Backnang - Gaildorf West (- Schwäbisch Hall-Hessental - Crailsheim) | Hourly (Mon-Fri only, in the afternoon to Schwäbisch Hall, individual trains to Crailsheim) |
As a rule, most train runs end / begin in Stuttgart Central Station. This means that you usually have to change trains in Stuttgart.
Among other things, this concentration on the Stuttgart main train station is to be counteracted with the “Stuttgart 21” project: The regional traffic connections are then to be tied through so that there is no need to change to important routes.
Of the seven local transport lines starting in Stuttgart, the line to Tübingen, with an average of 32,100 passengers on weekdays, was the most popular in 2014.
Train
| line | Walkway |
|---|---|
| S 1 | Kirchheim - Wendlingen - Plochingen - Esslingen - Neckarpark - Bad Cannstatt - Central Station (deep) - Schwabstraße - Vaihingen - Rohr - Böblingen - Herrenberg |
| S 11 | Neckarpark - Bad Cannstatt - Central Station (deep) - Schwabstraße - Vaihingen - Rohr - Böblingen - Herrenberg |
| S 2 | Schorndorf - Endersbach - Waiblingen - Bad Cannstatt - Central Station (deep) - Schwabstraße - Vaihingen - Rohr - Airport / Exhibition Center - Filderstadt |
| S 3 | Backnang - Winnenden - Waiblingen - Bad Cannstatt - Central Station (deep) - Schwabstraße - Vaihingen - Rohr - Airport / Exhibition Center |
| S 4 | Schwabstraße - Central Station (deep) - Zuffenhausen - Ludwigsburg - Marbach - Backnang |
| S 5 | Schwabstrasse - Central Station (deep) - Zuffenhausen - Ludwigsburg - Bietigheim |
| S 6 | Schwabstrasse - Central Station (deep) - Zuffenhausen - Leonberg - Renningen - Weil |
| P. 60 | Schwabstraße - Central Station (deep) - Zuffenhausen - Leonberg - Renningen - Magstadt - Sindelfingen - Böblingen |
The main station (low) station is listed as TS T in the operating point directory.
In 2010, around 49,200 passengers drove daily from Bad Cannstatt and around 46,100 passengers from Feuerbach per day. Around 103,000 travelers came from the city center . Around 1993 the S-Bahn station was used by around 120,000 passengers, including 55,000 people changing to long-distance, regional and city transport, around 15,000 passengers in the cross-corner traffic between Feuerbach and Bad Cannstatt and around 50,000 people getting on and off.
Until 2015, the station was rebuilt in favor of fire protection. The suspended lamellar ceiling was also removed, which means that the bus stop looks like a shell. Now the station is to be modernized between the end of 2019 and the end of 2020 for 9 million euros, the railway speaks of "revitalization" and a modern appearance.
Freight transport
In addition to the passenger station, there was also a now disused and already demolished freight and small marshalling yard whose drainage hill was even equipped with track brakes . The freight yard was used until the 1980s. Freight traffic was completely relocated to Kornwestheim , this decision was made independently of the Stuttgart 21 project.
city traffic
Light rail
There is a tram stop for the Stuttgart tram under the Arnulf-Klett-Platz (station forecourt) . It has 4 tracks in regular service . The tracks of the cross-valley lines are south of the tracks to Berliner Platz. There are regular services:
| line | route |
|---|---|
| U 5 | Killesberg - Central Station - Degerloch - Möhringen - Leinfelden |
| U 6 | Gerlingen - Weilimdorf - Feuerbach - Central Station - Degerloch - Möhringen - Fasanenhof |
| U 7 | Mönchfeld - Zuffenhausen - Central Station - Ruhbank / TV tower - Heumaden - Ostfildern |
| U 12 | Remseck - Hallschlag - Nordbahnhof - Hauptbahnhof - Degerloch - Möhringen - Dürrlewang |
| U 14 | Mühlhausen - Münster - Wilhelma - Mineral Baths - Charlottenplatz - Rotebühlplatz - Central Station |
| U 15 |
Stammheim - Zuffenhausen - Hauptbahnhof - Eugensplatz - Ruhbank / TV tower (- Heumaden) Only between Stammheim and Ruhbank / TV tower during school holidays and outside rush hour. |
| U 29 |
Main station - Vogelsang (- Botnang) Only between main station and Vogelsang during school holidays and outside rush hour. |
As well as for events in the Neckarpark with the stadium and on the Cannstatter Wasen
| line | route |
|---|---|
| U 11 | Main station - Rotebühlplatz - Charlottenplatz - Mineral baths (- Cannstatter Wasen ) - Neckarpark ( stadium ) |
City bus
The frequent SSB bus lines 40, 42, 44 and X1 stop in front of the main train station on both sides of Arnulf-Klett-Platz.
particularities
IATA code for Stuttgart Hauptbahnhof
The station uses the IATA airport code ZWS , as it is used by Lufthansa together with Deutsche Bahn and Fraport in the AIRail concept. For example, travelers on ICEs that also have a Lufthansa flight number can travel to Frankfurt Airport instead of using a feeder flight . For this purpose there is a Lufthansa check-in machine in the travel center. Until 2007, travelers could drop off or pick up their luggage at the Lufthansa check-in counter, after which only the check-in was carried out there.
District in the city center
 district of Stuttgart |
|
|---|---|
 |
|
| surface | 0.497 km² |
| Residents | 287 (2014) |
| Population density | 577 inhabitants / km² |
| Post Code | 70173, 70174 |
| prefix | 0711 |
| Borough | Stuttgart-center |
| Source: Stuttgart data compass | |
Since 2007, Hauptbahnhof has also been the name of one of ten districts in the Stuttgart-Mitte district . This district has only a few buildings with living space, so the population is 287. Before it was renamed, it was called Klettplatz .
Stuttgart 21
Stuttgart 21 is a traffic and urban development project currently under construction to completely reorganize the Stuttgart railway junction . The existing terminal station is to be rotated by around 90 ° and converted into a through station with eight tracks. For this purpose, the track leads are laid in tunnels from all sides. The aim is to increase the capacity of the station, shorten transfer routes and reduce maintenance costs. In the course of the discourse about the project, several alternative plans were suggested by groups of critics, including the comprehensive modernization and the gradual expansion of the existing station under the concept name Head Station 21 .
In the feasibility study submitted in 1995 , the costs of the underground station (today's planning approval section 1.1, without the feeder tracks required by its new location) were estimated at 930 million DM (476 million euros). In 2009 the costs were put at 400 million euros. According to the general planner Ingenhoven, the calculated costs would be less than ten percent above the original cost estimate (as of 2013). For the further "third-party use" of the Bonatz building, Deutsche Bahn AG has set costs of around 110 million euros, which are not part of the Stuttgart 21 project.
Planned measures
The main station forms the plan approval section 1.1 of the Stuttgart 21 project. The plan approval procedure was applied for on October 31, 2001 as the first section of Stuttgart 21. The five-day public hearing ended on April 11, 2003 after more than 50 hours of debate. It was considered the largest and most complicated hearing process in the history of the Stuttgart Regional Council. The planning approval decision was issued by the Federal Railway Authority on January 28, 2005 and became legally binding in June 2006. The Federation for Environment and Nature Conservation Germany (BUND) had brought an association action against the decision . By mid-2015, there were fourteen plan change procedures, including fundamental changes such as doubling the amount of groundwater withdrawn (7th change in plan), the installation of additional escape staircases (6th change in plan) or the shortening and now open construction of the Nesenbach culvert (14th change in plan).
In July 2015, a further change in the plan was announced, in the context of which the smoke extraction structure in Sängerstraße will remain externally unchanged, but will receive significantly more powerful ventilation systems. The order for the smoke extraction system, which should be able to convey 2000 m³ of air per second, was awarded at the end of 2019 for 24 million euros.
Pedestrian systems
The four central platforms, each 420 meters long, should be 10 meters wide and thus 1.60 meters wider than the platforms of today's terminus.
The resulting from the planned receipts, bridges, stairs, elevators and platforms comfortable movement of passengers was in a pedestrian flow analysis examined. In the peak hour, the traffic quality is predominantly in the area of quality level C ("restricted speed choice") and partly in the area of quality level D ("significantly restricted speed choice"), outside the peak hour the quality levels A and B (free or almost free traffic flow) reached.
Railway system
The station should have eight platform tracks, which are to be connected to four access tracks at both station heads:
- In the northwest with two tracks each towards Feuerbach and Bad Cannstatt.
- In the southeast with two tracks each towards the airport / exhibition center / Ulm and towards Wangen / Ober- / Untertürkheim.
The two station heads are planned to be free of height with flyover structures . It should be possible to enter five of the eight platform tracks from each of the four entry directions. The two middle platform tracks should be able to be used alternately from all four directions. The planned entry speeds of the routes are 60 km / h (outer tracks), 80 km / h and 100 km / h (middle tracks 4 and 5). Driveway exclusions are beyond through flexible choice of slip ways to avoid existing Einfahrstraßen. The number of points (each without the depot) is to decrease from 225 to 48 compared to the terminal station.
In the course of the preliminary project initiated in early 1995 , the track plan of the planned underground station had been optimized for one directional operation so that all platforms in the respective direction can be reached from all feeder tracks. The planned north end of the station had been changed compared to the regional planning procedure after an anhydrite lens was found during the ground investigation . The last exit and entry points were moved around 150 meters towards the main train station. The transition from two double-track to four single-track tubes was also brought forward.
The planned station concourse measures 447 meters in length and 80.58 meters in width, with a height of 10 to 12 meters. The building is to on a 1.60 to 2.50 meters thick plate founded are and are anchored with 3,700 posts. The system should be between 6 and 8 meters in the groundwater. According to the project sponsors, there is a more than 35-meter-thick, water-impermeable layer between the deepest point of the foundation and the mineral water. The construction of the new main station is only possible with the open construction method in order to avoid disturbances in the groundwater balance.
The plan approval section begins in the northwest with construction kilometers -0.442. At this point in the area of Jägerstrasse 24, the connecting tunnels created using the mining method flow into the main station (created using the open construction method). The gradient initially drops from 241 meters ( SOK , terrain height: 258 meters) to the south for 404 meters with 13.1 per thousand and then goes over to a gradient of 15.1 per thousand for a further 459 meters, before a turning point in the southern head (km +0.345, SOK 230 meters, 12 meters below ground) is reached, from which the gradient rises to 4.1 per mille up to the end of the section. The section boundary is +0.432 construction kilometers, in the area of Willy-Brandt-Platz, at the transition to the connecting tunnels to be excavated using the mining method.
The longitudinal slope of up to 15.1 per mille in the platform area above the standard value for station tracks of 2.5 per mille is required, according to the railway, due to several compulsory points (urban railway lines, mineral water deposits). The platform's slope of 10 per mille towards the center of the platform ensures safe use. In March 2016 it became known that the proof of the same security required for operation had not yet been provided. It is therefore also unclear which operational restrictions will require this increased longitudinal slope. Critics see considerable risks from unintentionally moving trains in this inclination.
The useful lengths of the platform tracks with conventional signaling are between 419 and 437 m when used by a train and between 206 and 224 m. An optimization with ETCS and ATO should take place.
Station building
Various changes are to be made to the remaining part of the previous station building, the so-called Bonatz Building , parallel to the Stuttgart 21 project , while the function of the building is to be retained. The building will receive a new supporting structure and modern building technology while retaining the facade . Construction work on the Bonatzbau should start in 2018 and be completed in 2021. An updated construction schedule provided for the shell construction work to begin in early 2020. The contract for the structural work was finally awarded in June 2020 for 89.5 million euros.
A hotel, restaurant and conference complex with 150 hotel rooms is to be built on four levels in the above-ground part of the building. Levels +3 and +4 will be newly created for this purpose, but set back from Schillerstraße for monument protection reasons so that they do not impair the overall impression of the building from there.
Manfred-Rommel-Platz with the roof of the through station is to be built at the height of today's track systems and today's platform hall ( level +1 ) . This area, delimited to the south by the Bonatz building and to the north by a new train station building, is intended to connect Kurt-Georg-Kiesinger-Platz with the palace gardens. Daylight reaches the platforms through 27 light eyes , each 4.30 meters high .
Below (level 0) a distribution level is to be created with entrances from the station tower, Königsstraße, Königsallee (Cannstatter Straße) and the new city quarter. In the level below (level −1) the four platforms with eight platform tracks are to be arranged. An access to the lower, double-track S-Bahn station is to run below the new platform tracks. A new multi-storey car park is to be built below the northern part of the station building and (underground) to the north of it. The S-Bahn level including its entrances is to function as level −2 .
In addition to the existing entrances, access to the station building is to be via four 23-meter-wide and up to 10-meter-high glass grille shells. A total of more than 35 escalators and 15 panoramic elevators are planned.
The platforms are to be accessed via three distribution walkways (0 level) at the level of the two ticket halls and the planetarium / state gallery. Each platform is to be accessed by three elevators, five escalators and five fixed stairs. A new link to the Staatsgalerie tram stop is to be created at the Ostkopf.
The main access to the platform level is the middle footbridge (footbridge B) , which is to be accessed via the large counter hall and the new entrance at the station tower (in the south) and at the Europaviertel (in the north). Each of the four platforms is accessed from this footbridge via an elevator and two escalators and one fixed staircase on each side. Critics complain about the passage width of just 2.04 meters, which remains between the outer edge of the staircase and the platform edge at the height of this staircase.
The western footbridge (footbridge A) is mainly to be accessed via the new entrance at Kurt-Georg-Kiesinger-Platz and the small counter hall. From this footbridge, each platform is accessed via an elevator and on each side via a fixed staircase and an escalator. The passage width at the narrowest point is 2.85 meters.
The eastern footbridge (footbridge C) is accessed via the entrance to the State Gallery, which can be reached through a pedestrian tunnel. An elevator, two escalators and two flights of stairs are planned for the exit to the State Gallery. He has no access to piers A and B and therefore no access to the Bonatz building. From the distribution level, each platform is connected via an elevator as well as an escalator and a fixed staircase in a westerly direction. The passage width between the stairs and the platform edge is 2.86 meters each.
On the opposite side of the new through station, after the commissioning of Stuttgart 21, an additional station building is to be built, which will serve as a station entrance from the north and also accommodate operating rooms. The tram line under Heilbronner Strasse (from mid-2011 to mid-2014) and the Staatsgalerie tram stop (from February 2013) are to be changed. The relocation of the main collector in Nesenbach (originally planned for the end of 2011 to mid-2014, then started in June 2015) and West are among the numerous other construction measures .
Light and air conditioning
The railway system is designed as a zero-energy station : the air conditioning is to take place exclusively through the use of geothermal energy and cooling by incoming trains. Even without artificial heating, the temperature in the platform hall should not fall below ten degrees (with an outside temperature of −20 degrees Celsius) or exceed 29 degrees. The light eyes can be opened for ventilation and smoke extraction. Tests have shown that the station concourse is naturally lit for up to 14 hours a day using the light eyes provided and that it can do without artificial light during this time. In-ground lights on the platform edges should mark the transition from the platform to the track bed. On average, 5 percent of the daylight should get inside, under the light eyes 10 to 15 percent.
history
planning
On the basis of “preliminary operational considerations”, the central station planned in the feasibility study from the beginning of 1995 provided for eight platform tracks with four central platforms each 10 meters wide and 420 meters long. The tracks used in the direction of operation were to have transfer connections in the adjoining tunnels. To the northwest, two double-track connecting tunnels were to connect, which, after a narrow curve in a north-easterly direction, south of the Mittnachtstrasse station (at the level of Wolframstrasse), were to split into a branch towards Feuerbach and one towards Bad Cannstatt. To the south-east, four single-track tunnel tubes (two towards Ober- / Untertürkheim , two towards the airport ) were to be immediately adjacent to the switch hall . The Bonatz building was to be retained in this exemplary design, with an additional entrance being created in the side wing on Cannstatter Strasse. The length of the railway system should be inclined by up to 11 per thousand. The feasibility study assumed costs of 928 million DM for the section of the main train station crossing the valley (807 million DM plus 15 percent planning costs, price as of 1993), adjusted for inflation, this corresponds to 695 million euros.
The Stuttgart 21 synergy concept presented at the end of 1995 provided for an eight-track through station with three middle and two outer platforms. Traffic forecasts expect an increase to 70,400 (long-distance traffic) and 53,100 (regional traffic) travelers per day. The share of through traffic in total traffic should be around 50 percent in long-distance and almost 20 percent in regional traffic in 2010 (13,000 and 54,000 travelers per day, respectively). The planning was later modified, in the meantime four central platforms are planned in the station hall.
In 1996 and 1997 a regional planning procedure was carried out for the Stuttgart 21 project. The solution of a through station favored by Deutsche Bahn was examined as a request route with various sub-variants. This included variants with different platform positions, number of tracks and options for further expansion.
Further variants that deviated from the basic concept of a pure through station at the location of the existing terminus were mentioned in the spatial planning procedure, but not examined equally: The Lean variant provided for a continuation of the terminus, the Kombi variant the construction of a through station for long-distance traffic across the terminus to be retained . In addition, a main train station was shown on Rosenstein , where the main train station was to be abandoned. In addition, station locations in Bad Cannstatt and Untertürkheim were considered.
On February 28, 1997, a Europe-wide architectural competition for the redesign of the main station was announced. The new train station should be a "visible sign of future-oriented mobility and a landmark for Stuttgart and its region".
In a two-stage process, 19 participants were selected for a second round from 118 applicants who had initially submitted a concept. Moreover, eight other offices were high for the second round reputation associated load. A jury chaired by Klaus Humpert initially selected four equal-ranking winners as part of the competition endowed with 145,000 D-Marks until July 1997. The four award-winning and six other designs were exhibited from August 11 to September 14, 1997 at Stuttgart Central Station. All four designs envisaged a main station rotated by 90 degrees with daylight lighting. On November 4, 1997, the design by Ingenhoven, Overdiek, Kahlen and Partner finally prevailed from among 126 entries.
Ingenhoven's concept at the time envisaged moving the station underground for 350 million DM (equivalent to around 243 million euros today) and providing daylight with 27 light shafts each 15 meters wide. The column construction of the station hall ceiling was developed by Frei Otto . The design had already been revised several times during the competition. In the final round there were four designs to choose from.
In 2005, the design received the MIPIM Future Project Award from Architectural Review magazine and a Silver Prize from the regional Holcim Awards, and the following year it also received a Golden Prize in global competition. In 2007, the design won the Chicago Athenaeum's International Architecture Award.
Around 2006, of the estimated total S21 costs of 2.8 billion euros, almost 800 million euros were attributable to the main station. The architect, Christoph Ingenhoven, receives 36 million euros.
At the end of August 2010 a modified building design was presented. Among other things, the size of the four entrances was reduced and the routing and acoustics revised.
Heiner Geißler , who was entrusted with the arbitration of the Stuttgart 21 project , proposed in his arbitration verdict on November 30, 2010, to improve traffic safety, accessibility and fire protection of the through station. In addition to improvements in the access roads, a ninth and tenth track at the main train station are also to be checked. The fire protection concept approved in 2002 was revised by 2016 due to new requirements.
On April 23, 2015, the Federal Railway Authority approved the construction of two escape staircases per platform and changes to the lattice shells of the four direct entrances from the outside. The decision to change the plan for moving the escape staircases that had meanwhile been planned on the platforms to the ends of the station concourse was delayed and is now expected in the course of summer 2017.
Ingenhoven stated the cost of the train station at the end of 2017 as “well” below one billion euros.
construction
With the symbolic start of construction on February 2, 2010, renovation work began in the track apron, which was necessary to move the cross platform forward.
On May 18, 2010, Wolff & Müller was awarded the contract to demolish the north wing . The construction site set-up began on July 30, 2010 under police protection, the demolition of the facade of the north wing began on August 25, 2010.
Work on dismantling the south wing began on January 13, 2012 with the gutting of the building. The external demolition of the building began on January 30th and should be completed in March 2012. After a pillar on the platform roof was damaged on March 19, work was suspended for about three weeks. After further damage as a result of gale force gusts on July 1, 2012, platform 15/16 was closed again and the removal of the glass panes on all platform roofs began.
The construction pit, which is around 110 meters wide, was to be bridged by two 10 meter wide walkways from April 2014, and there are also direct accesses to the cross platform from both sides. On the north side, access from the Europaviertel has been possible since October 21, 2013, and on the south side, since January 24, 2014, access via pedestrian walkways from the Mittlerer Schlossgarten. Both entrances are barrier-free.
The necessary advance of the cross platform has been postponed several times. According to the planning status from March 2012, the transverse platform should be gradually brought forward between July and December 2012. At the end of June 2012, just over 50 of the 61 planned construction phases in the apron were completed. Platform tracks 1 and 2 were reconnected without completing the planned preliminary construction work for the new S-Bahn tunnel planned in this area. The construction of the new cross platform was carried out from the end of May 2013 to October 22, 2013 in 13 construction phases. For this purpose, two platform tracks were blocked. To relieve the main station, Deutsche Bahn canceled individual train connections during this period. According to the planning approval, the preparatory work and the commissioning of the transverse platform, which had been moved by 120 meters, should take 18 months, but ultimately took 45 months.
Between April 2012 and October 2013 (completion of the shell), a two-story, underground technical building with an area of 1,800 square meters was built under the former parking lot at the north exit.
On March 12, 2012, the construction contract for the underground station, including the culverts West, Cannstatter Strasse and Nesenbach as well as the "Bahnhof access tunnel", was awarded to a bidding consortium of the companies Züblin (management) and Strabag . The formal award was made on March 24, 2012. The construction of the new central station was commissioned for 323.4 million euros, which was agreed as a sliding price. Züblin's own contribution is around 300 million euros. Groundwater management is not part of the scope of services. The total value of the contract was EUR 347.4 million in May 2016 and EUR 364 million in August 2016.
At the end of 2010, the cheapest offer for the construction contract for the underground station was around 360 million euros. The award of the contract initially planned for the end of 2011 had been delayed due to price negotiations. Technical issues have also led to delays. In addition to successful negotiations, technical optimizations, such as a different type of concrete, also contributed to the savings. According to its own information, Deutsche Bahn had expected a price of 300 million euros.
On July 24, September 29 and October 9, 2012, trains derailed on the exit towards Feuerbach, which had been rebuilt in the course of Stuttgart 21. The newly created S-bend was only equipped with an extremely short intermediate straight. After the most recent derailment, platform tracks 8, 9 and 10 were closed. Deutsche Bahn justified the derailments in January 2013 with “malfunctions in wagon buffers”. A short-term technical solution developed by DB was rejected by the Federal Railway Authority (status: December 2012). The blockage also led to extensive delays of S-Bahn and regional trains. On January 22, 2013, track 10 was released again subject to certain conditions. In addition to multiple units, only pulled trains are allowed to leave. According to the EBA, unrestricted approval is not possible due to the documents submitted. According to Deutsche Bahn, there is no end in sight to these restrictions (as of December 2014). The main cause of the derailments was the over-buffering of the extra-long dining car with other cars in the push- pull trains . The West German dining cars built from 1964 onwards are 27.5 meters long instead of the usual 26.4 meters, the pivot spacing has been increased by 0.5 meters and have buffers with extra-wide plates. When leaving Stuttgart Hbf, the engine driver has to accelerate strongly in order to reach enough speed for the subsequent incline. In the narrow S-bend, the car bodies turned extremely and the buffers of the neighboring car pressed on the outer edge of the dining car buffer plates. These buckled because of the high thrust of the locomotive and the buffers of the neighboring cars wedged. In the straight section of track that followed, the wedged buffers led to the derailment. In contrast to the SBB , the DB locomotives that are lined up at the end of the train have no traction limit in the lower speed range.
In March 2012, civil engineering work was scheduled to begin in early 2013. The civil engineering work for the trough of the main train station began on August 5, 2014 at construction pit 16 in the middle palace garden. A schedule presented in mid-2013 for the excavation work in the Mittlerer Schlossgarten was considered outdated in mid-2014. Of the 14 construction steps planned up to then, 7 had been completed and the work was about five months behind schedule.
An already issued statics verification for the main station is no longer valid since 2014 due to changed legal requirements, a renewal is pending. Civil engineering work on the station was halted at the beginning of March 2015 because the Federal Railway Authority did not have a permit for the construction of additional escape staircases. Contrary to early assumptions, the work was eight months behind schedule.
On January 26, 2016, one year after the date set in the August 2014 schedule, concreting of the floor slab in the first construction pit of the main train station began on the media channel .
In June 2017, the concreting of the first chalice column began. Two of the 28 columns are to be concreted in parallel. The seventh cup column was concreted in February 2020.
In mid-2017, the building of the former railway headquarters was undermined and placed on a 1.3 m thick concrete slab. This in turn rests on some supports between which the construction machinery and vehicles can maneuver. The railway had aimed to demolish and rebuild the building built between 1911 and 1912. However, the city of Stuttgart insisted on preservation.
Open construction site days, which have been held at the beginning of January since 2016, were visited by between 25,000 and 64,000 people (as of January 2020).
Groundwater management
For the construction of the construction pits, a groundwater lowering of around seven meters by pumping out is planned. The resulting lowering funnel usually extends several hundred meters. In order to reduce the disruptive influences, a re-introduction ( infiltration via injection wells ) is planned in the vicinity of the construction pits. The groundwater must be treated prior to this discharge in order to reduce possible pollution.
For this groundwater management , a total of around three million cubic meters of groundwater was originally intended to be pumped and managed. After a plan change at the beginning of 2011, this amount doubled to 6.8 million cubic meters, so that an amendment to the licensing law became necessary, the scope and effects of which differed estimates. Temporary peaks in funding are to be offset with additional systems.
Groundwater management should start work in January 2013. On June 25, 2012, it was announced that a public hearing was required for the withdrawal quantities , which were doubled by Deutsche Bahn in April 2011 to 6.8 million cubic meters , so that construction work could only start later. According to its own information, Deutsche Bahn plans to open construction pits with less groundwater in the spring of 2013 in order to comply with the plan approval decision, which provides for lower extraction quantities. However, the Federal Railway Authority and the Stuttgart Regional Council assumed that the construction work could not start before 2014. The Federal Railway Authority approved the increased groundwater abstraction on September 22, 2014.
future
It is planned to gradually build the valley crossing with the main train station in 25 partial construction phases. The shell of the station should be completed by the end of 2017 (as of January 2011). The Staatsgalerie tram stop will be moved to the south side of the future main train station. Preparatory measures for this began at the end of 2014, when completion was scheduled for 2019/2020 at the latest [out of date] .
The excavated material is brought to a central logistics area at the Inner North Station via separate construction roads and a conveyor belt, and from there it is transported on freight trains. The commissioning of the new station is planned for December 2021.
A traffic forecast expects around 207,600 travelers in long-distance and regional traffic for 2025, 118,800 of them from the direction of Feuerbach and Bad Cannstatt and 88,800 from the Filder Tunnel and from Ober- / Untertürkheim. According to a traffic forecast, the regional accessibility of the Stuttgart main station traffic cell by public transport, assessed according to the average travel time weighted according to traffic demand, should improve from 32 minutes (2010) to 31 minutes (2025).
The Stuttgarter Netz AG , a consortium of several private railway companies, intended to operate a part of the train station on. The company reckoned with up to 100 trains a day that should stop at the terminus. To this end, eight tracks at the terminus station, the feeder lines from Bad Cannstatt, Feuerbach and Vaihingen and the existing signal box were to be retained. In total, a quarter of the existing space was to be retained. Calculated annual costs of 1.6 million euros should be set against income from train path and station charges of 1.8 million euros. Among other things, branch lines such as the Schönbuch and Wieslaufbahn to Stuttgart main station were to be linked. The company failed in July 2018 with a lawsuit before the Federal Administrative Court , in which it demanded that the Federal Railway Authority should order a decommissioning procedure in accordance with the General Railway Act before the above-ground track system was dismantled . The court found that DB Netz was not obliged to offer third parties the above-ground facilities of the Stuttgart terminus station for continued use after the Stuttgart underground station went into operation. The Stuttgart District Court rejected an application by the company to open insolvency proceedings in September 2018 due to lack of assets, and the company was dissolved.
Rail operations
According to a simulation commissioned by the project executing agency, the optimal performance range of the through station is 42 to 51 trains per hour, whereas with an expanded terminal station (concept terminal station 21) it is 28 to 38 trains per hour. The maximum capacity is 72 trains in the through station and 43 trains per hour in the head station. In 2002, Deutsche Bahn stated the capacity increase of the 8-track through station compared to the 16-track terminus station was 50 percent, and if the inflow from Feuerbach were expanded, even 125 percent more trains could run during rush hour. In the course of the digital node Stuttgart , trains should be able to run on the eight tracks of the main station every five minutes.
Critics doubt this information. The local transport company Baden-Württemberg confirmed an expert opinion, according to which the existing terminal station could already run 50 trains, with improved signaling technology 56 trains.
Offer planning 2020
The Baden-Württemberg local transport company created an offer concept for regional transport 2020, taking Stuttgart 21 and other infrastructure measures into account. The following local transport lines are planned (status: 2010):
| line | Tact | |
|---|---|---|
| RE 1 | Schwäbisch Hall-Hessental - Waiblingen - Stuttgart-Bad Cannstatt - Stuttgart - Stuttgart Airport / Fair - Boeblingen - Herrenberg - Singen - Constance | Every two hours |
| RE 11 | Schwäbisch Hall-Hessental - Waiblingen - Stuttgart-Bad Cannstatt - Stuttgart - Stuttgart Airport / Exhibition Center - Boeblingen - Herrenberg - Freudenstadt | Every two hours |
| RE 1a | Stuttgart - Stuttgart-Bad Cannstatt - Waiblingen - Schwäbisch Hall-Hessental - Crailsheim - Nuremberg | Every two hours |
| RE 2 | Osterburken - Heilbronn - Bietigheim-Bissingen - Stuttgart - Plochingen - Tübingen | Hourly |
| RE 3 | Mannheim - Heilbronn - Bietigheim-Bissingen - Stuttgart - Plochingen - Tübingen | Hourly |
| RE 4 | Aalen - Waiblingen - Stuttgart-Bad Cannstatt - Stuttgart - Stuttgart Airport / Exhibition Center - Tübingen | Hourly |
| RE 5 | Würzburg - Heilbronn - Bietigheim-Bissingen - Stuttgart - Stuttgart Airport / Exhibition Center - new line - Ulm (- Friedrichshafen ) | Hourly |
| IRE 6 | Karlsruhe - Pforzheim - Vaihingen - Stuttgart - Plochingen - Ulm - Friedrichshafen - Lindau | Hourly |
| RE 7 | Karlsruhe / Heidelberg - Vaihingen - Bietigheim-Bissingen - Stuttgart - Stuttgart Airport / Exhibition Center - Tübingen | Hourly |
| RE 8 | Aalen - Waiblingen - Stuttgart-Bad Cannstatt - Stuttgart - Plochingen - Ulm | Hourly |
| RB 9 | Stuttgart - (Stuttgart-Bad Cannstatt -) Plochingen - Ulm | Hourly |
The following lines are planned as the basic cycle for long-distance transport (as of March 2011):
| line | Walkway | Clock frequency |
|---|---|---|
| ICE 3 / ICE 11 | Berlin - Frankfurt - Stuttgart - Munich | Every two hours |
| ICE 22 | Hamburg - Frankfurt - Stuttgart - Munich | Every two hours |
| ICE 42 | Dortmund - Essen - Duisburg - Düsseldorf - Frankfurt Airport - Stuttgart - Munich | Every two hours |
| Alleo 83 | Paris Est - Karlsruhe - Stuttgart | Every two hours (approximate) |
| IC 30 | Hamburg - Dortmund - Essen - Duisburg - Cologne - Mainz - Stuttgart | Every two hours |
| ICE 47 (optional) | Düsseldorf - Frankfurt Airport - Stuttgart - Munich | Every two hours |
| EC 60 | Strasbourg - Stuttgart - Munich | Every two hours |
| IC 61 | Karlsruhe - Stuttgart - Nuremberg | Every two hours |
| EC 62 | Frankfurt - Heidelberg - Stuttgart - Salzburg | Every two hours |
| IC 87 | ( Leipzig - Nuremberg - Aalen -) Stuttgart - Zurich | Every two hours |
Further development
Deutsche Bahn plans to run an IC line from Bamberg to Tübingen via Stuttgart by the end of 2028 at the latest; an IC line from Lindau to Saarbrücken via Stuttgart is planned from December 2029 (status: 2015).
The Flixtrain line Hamburg – Stuttgart will be offered from spring 2020 .
From the end of 2023, a new Karlsruhe – Stuttgart – Nuremberg – Leipzig intercity line will run through the station. The opening of this line was initially planned for 2030 and was brought forward later.
The expert draft submitted in October 2018 for the Germany-Takt (for the year 2030) provides for a train service of 34.5 train pairs per hour for the Stuttgart main station. Additional trains at rush hour are not yet included. In the second expert draft submitted in May 2019, 36.5 train pairs per hour are envisaged.
literature
- Martin Mayer: The new train station in Stuttgart. In: Zentralblatt der Bauverwaltung , Volume 43, No. 7/8 (January 24, 1923), pp. 37–43.
- Michael Dostal, Thomas Estler: Stuttgart main station - history of a train station . GeraMond-Verlag, Munich 2012, ISBN 978-3-86245-141-8 .
- Matthias Roser: Stuttgart Central Station - From a cultural monument to a candidate for demolition? 1st edition. Butterfly publishing house, Stuttgart 2008, ISBN 978-3-89657-133-5 .
- Matthias Roser: Stuttgart Central Station - a forgotten masterpiece of architecture. 1st edition. Silberburg-Verlag Stuttgart 1987, ISBN 3-925344-13-6 .
- Kurt Seidel: 65 years Stuttgart main station 1922 to 1987. Published by the Stuttgart Federal Railway Directorate, 1987.
- Egon Hopfenzitz, Klaus Fischer: Chronicle of Stuttgart Central Station 1846 to 1998. Published by DB Station & Service AG, Stuttgart 1999.
- Werner Willhaus (ed.): Stuttgart transport hub . EK-Verlag, Freiburg 2006, ISBN 3-88255-251-4 .
- Rose Hajdu, Ulrike Seeger: Stuttgart Central Station - A landmark in pictures . Thorbecke Verlag, Ostfildern 2011, ISBN 978-3-7995-0879-7 .
- Andreas M. Räntzsch: The inclusion of Stuttgart in the modern transport system through the construction of the railway . Publishing house Dr. Kovač, Hamburg 2005, ISBN 3-8300-1958-0 , especially pp. 473-711.
Movie
- SWR: Railway Romanticism - 75 Years of Stuttgart Central Station (episode 274)
Web links
- Tracks in service facilities (TS) , DB Netz AG (PDF; 1,950 MiB)
- Stuttgart Central Station - A masterpiece of architecture on Hauptbahnhof-stuttgart.eu (building history with pictures)
- Infrastructure , signals and permitted speeds on the OpenRailwayMap.
- Virtual tour of the train station ( Adobe Flash )
- Reconstruction of the Stuttgart railway junction (…) “Project Stuttgart 21” (…) (PDF; 2.3 MiB) Plan approval and plan approval documents on plaene-bahnprojekt-stuttgart-ulm.de
- The new Bonatz building . Official website for the renovation of the station building.
Individual evidence
- ^ Railway stations in Baden-Württemberg. DB Station & Service AG, Stuttgart, January 2015, p. 7 , accessed January 2015 .
- ↑ Number of visitors and travelers per day at selected train stations in Germany in 2017 on handelsdaten.de, from January 2017, accessed on March 24, 2019
- ^ A b c d Hugo Kübler: The expansion of the Stuttgart main station . Special reprint. In: Neues Tagblatt . No. 253, 254, 255, 256 , October 1905, ZDB -ID 125445-5 .
- ^ Judith Breuer: Short texts on the preservation of monuments. In: baufachinformation.de. Fraunhofer IRB, archived from the original on April 2, 2013 ; Retrieved January 11, 2013 .
- ^ Hans Joachim Ritzau: Railway disasters in Germany. Splinters of German history . Vol. 1: Landsberg-Pürgen 1979, p. 52f.
- ↑ a b c d e f g h i DB ProjektBau GmbH (Ed.): Stuttgart 21: Valley crossing with main station . 14-page brochure as of September 2005.
- ↑ K 412 IV DO 10735, 1 plan Stuttgart main station: reception building 1st construction phase site plan passenger station. Baden-Württemberg State Archives, Ludwigsburg State Archives, 1917, accessed on December 10, 2010 .
- ↑ The main station in the mirror of the times (2). Stuttgarter Zeitung , January 22, 2008, archived from the original on March 21, 2013 ; Retrieved December 3, 2010 .
- ↑ Jürgen Brand: Locomotive drills into the platform - 21 people injured . In: Stuttgarter Zeitung . June 16, 1993, p. 17 .
- ↑ Jürgen Brand: After the train accident: How many injured, what damage? In: Stuttgarter Zeitung . June 17, 1993, p. 20 .
- ↑ Jürgen Brand: After the train accident: control technology not available . In: Stuttgarter Zeitung . June 23, 1993, p. 18 .
- ↑ Goodbye in the new Bonatz building. Shops and service facilities make room for the renovation. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, August 12, 2019, accessed on August 24, 2019 .
- ^ Walter Lambert, Willi Keckeisen: Stadtbahn Stuttgart . In: The Federal Railroad . tape 30 , no. 21 , 1956, pp. 1159 ff .
- ↑ Bahn lures with parking garage at the station . In: The Federal Railroad . 1978, p. 884 .
- ↑ Standard Elektrik Lorenz (Ed.): Central signal box Stuttgart Hauptbahnhof . 40-page brochure, approx. 1978, pp. 9, 12 f., 15, 38.
- ↑ Bundesbahndirektion Stuttgart (Ed.): Der Tunnel , Stuttgart 1985, ISBN 3-925565-01-9 , p. 218.
- ↑ Michael Isenberg: Tower is probably on reinforced concrete piles . In: Stuttgarter Nachrichten . August 22, 2013, p. 20 .
- ↑ a b Dirk Vallee: Sustainable increase in performance in the Stuttgart S-Bahn network . In: Der Nahverkehr, Issue 7/8, 1997, pp. 35–41.
- ↑ Konstantin Schwarz: 43,000 passengers affected by the conversion . In: Stuttgarter Nachrichten . October 21, 2015, p. 16 ( stuttgarter-nachrichten.de ).
- ↑ Bus and train in the region and the Baden-Württemberg local transport company . In: Stuttgarter Nachrichten . tape 72 , no. 24 , January 30, 2016, pp. 20 .
- ↑ a b c d e f g h Ulrike Seeger: Architecture of Paths - New Paths of Architectural Interpretation using the example of Stuttgart Central Station. In: Cloud Cuckoo Land . May 2009, accessed February 10, 2019 .
- ↑ a b c d e f Reasons for the judgment in the Dübbers case ./. Deutsche Bahn. Regional court Stuttgart , May 20, 2010, accessed on December 10, 2010 .
- ^ Walter Carlé: Geological map 1: 25000 of Baden-Württemberg, explanations on sheet 6826 Crailsheim. Geological State Office Baden-Württemberg, Stuttgart 1980.
- ^ Mihály Kubinszky : Railway Stations in Europe: Their History, Art and Technology. For railway enthusiasts, architects and those interested in cultural history . Franckh , Stuttgart 1969.
- ^ Gottfried Knapp : Architecture of Stuttgart 21: Calculated devaluation of the station? Süddeutsche Zeitung , December 8, 2010, accessed January 15, 2011 .
- ^ A b c Carroll Meeks: The railroad station: an architectural history . Dover Publications, New York 1995, ISBN 0-486-28627-4 .
- ↑ WG Sebald: Campo Santo . Munich Vienna York 2003, ISBN 3-446-20356-7 .
- ↑ a b c d Dieter Bartetzko: The spirit doesn't want to go back into the bottle. In: Frankfurter Allgemeine Zeitung. August 23, 2010, accessed May 31, 2012 .
- ↑ Udo Andriof: Change for cyclists. Directly to Stuttgart 21, February 21, 2011, accessed on May 28, 2011 .
- ↑ a b c d e f K 412 IV DO 11687, 1 Plan Stuttgart Hbf: Bf. Stuttgart Hbf. Baden-Württemberg State Archives, Ludwigsburg State Archives, October 1, 1978, accessed on May 28, 2011 .
- ↑ Platform information : Station Stuttgart Hbf. Deutsche Bahn AG, May 19, 2011, archived from the original on May 25, 2016 ; Retrieved May 28, 2011 .
- ↑ a b c d e f g h i j k l m n o p Plan approval decision according to § 18 Abs. 1 Allgemeine Eisenbahngesetz (AEG) for the renovation of the Stuttgart railway junction "Project Stuttgart 21" plan approval section 1.1 (valley crossing with new main station) by Bahn -km - 0.4- 42.0 to train km + 0.4 + 32.0 in Stuttgart. (PDF; 2.3 MiB) Federal Railway Office Karlsruhe / Stuttgart, January 18, 2005, accessed on October 18, 2010 .
- ↑ Tracks in service facilities (TS) , DB Netz AG (PDF; 682 KiB)
- ↑ Plan approval decision PFA 1.1, p. 176.
- ↑ Klaus Stiglat: civil engineers and their work . Ernst & Sohn , Berlin 2004, ISBN 3-433-01665-8 , pp. 358 .
- ↑ a b Plan approval decision according to § 18 Para. 1 General Railway Act (AEG) for the conversion of the Stuttgart railway junction "Project Stuttgart 21" Plan approval section 1.1 (valley crossing with new main station) from rail km - 0.4- 42.0 to rail km + 0.4 + 32.0 in Stuttgart. (PDF; 2.3 MiB) Federal Railway Office , January 18, 2005, p. 263 , accessed on October 18, 2010 .
- ↑ a b c Chamber of Architects Baden-Württemberg (ed.): The Stuttgart track curve . ( infoladen-stuttgart21.de [PDF; accessed on August 13, 2018]).
- ^ Stefan W. Krieg: Railway stations and monument preservation . In: Bund Deutscher Architekten BDA, Deutsche Bahn AG, Förderverein Deutsches Architekturzentrum DAZ in cooperation with Meinhard von Gerkan (Ed.): Renaissance of the train stations . Vieweg + Teubner Verlag, Wiesbaden 1996, ISBN 978-3-322-85043-0 , p. 239 , doi : 10.1007 / 978-3-322-85042-3 .
- ^ Stefan W. Krieg: Railway stations and monument preservation . In: Bund Deutscher Architekten BDA, Deutsche Bahn AG, Förderverein Deutsches Architekturzentrum DAZ in cooperation with Meinhard von Gerkan (Ed.): Renaissance of the train stations . Vieweg + Teubner Verlag, Wiesbaden 1996, ISBN 978-3-322-85043-0 , p. 240 , doi : 10.1007 / 978-3-322-85042-3 .
- ↑ a b Rolf Grüter, Karl-Heinz Böttcher: S-Bahn Stuttgart: Structures of the tunnel route from Hauptbahnhof to Schwabstraße . In: The Federal Railroad . No. 5 , 1976, ISSN 0007-5876 , pp. 317-325 .
- ↑ a b c d Stuttgart main station: 140 kilometers of tracks on 82 hectares of land. Deutsche Bahn, October 16, 2009, archived from the original on June 8, 2010 ; Retrieved March 21, 2011 .
- ↑ a b c d e Reichsbahnoberrat Rempis: The completion of the signal box on the new Stuttgart main station . In: Organ for the Progress of the Railway System . tape 13 , new episode 65, 1928.
- ^ Thomas Thieme: Signal box at the main train station: The rulers over hundreds of points and signals. Stuttgarter Zeitung , August 20, 2008, archived from the original on July 3, 2011 ; Retrieved May 31, 2012 .
- ↑ a b c d e tower story. Rail project Stuttgart-Ulm e. V., archived from the original on September 21, 2012 ; Retrieved September 23, 2012 .
- ↑ K 412 IV DO 10702, 1 plan Stuttgart Hbf: reception building tower foundation and piles. Baden-Württemberg State Archive, Ludwigsburg State Archive, May 1914, accessed on May 31, 2012 .
- ↑ Thomas Braun: Expert dispute about underground risks. In: Stuttgarter Zeitung . November 20, 2010, accessed October 16, 2011 .
- ↑ Thomas Durchdenwald: The station tower apparently stands on oak stakes. In: Stuttgarter Zeitung. August 19, 2013. Retrieved August 19, 2013 .
- ^ Bahn considers drilling unnecessary , Stuttgarter Zeitung, August 21, 2013.
- ↑ a b c d e Matthias Roser: Building description and urban planning integration. Stuttgart Central Station Working Group, accessed on August 15, 2010 .
- ^ The Stuttgart main station and the restaurants in the station tower that are well worth seeing . In: Das Bunte Blatt , No. 40, 1926, pp. 649–650.
- ↑ a b Bahnhofsturm - Getting married. State capital Stuttgart, accessed on May 31, 2012 .
- ↑ a b Stuttgart main station. (PDF; 5.2 MB) In: bahnhof.de. DB Station & Service , accessed on February 10, 2019 .
- ^ Matthias Roser: Head platform hall. In: Hauptbahnhof-stuttgart.eu. Arbeitsgemeinschaft Hauptbahnhof Stuttgart, accessed on August 16, 2010 .
- ↑ a b c K 412 IV DO 10888, 1 plan Stuttgart Hbf: Entrance building overall floor plan at platform height. Baden-Württemberg State Archives, Ludwigsburg State Archives, 1943, accessed on December 11, 2010 .
- ↑ K 412 IV DO 11007, 1 plan Stuttgart main station: reception building head platform hall construction schedule for roofing. Baden-Württemberg State Archives, Ludwigsburg State Archives, May 10, 1950, accessed on May 31, 2012 .
- ^ A b c d e Markus Heffner: Cross platform for Stuttgart 21: New ways to the main station. In: Stuttgarter Zeitung. October 21, 2013, accessed October 21, 2013 .
- ^ Matthias Roser: Small counter hall. Arbeitsgemeinschaft Hauptbahnhof Stuttgart, accessed on August 16, 2010 .
- ↑ a b Falk Jaeger: Side wing without impact protection. In: Der Tagesspiegel . November 29, 2009, accessed September 20, 2010 .
- ↑ Planning approval documents - Redesign of the Stuttgart railway junction - Expansion and new construction of the Stuttgart – Augsburg line, Stuttgart – Wendlingen area with airport connection - Section 1.1 - Crossing the valley with the main station - Construction km -0.4 -42.0 to +0.4 +32.0 - 1. Explanatory report Part III - Description of the plan approval area (supplemented by 1st, 2nd and 3rd amendment requests). (PDF; 8.94 MB) DB ProjektBau, February 9, 2004, p. 64 , accessed on February 10, 2019 .
- ↑ a b Bonatz building remains a station building for the train station . In: Dialog 21 , Issue 2, September 2010 ( PDF ; 1.0 MiB, ZDB -ID 2569219-7 ), p. 3.
- ^ Matthias Roser: Post section. Stuttgart Central Station Working Group, accessed on September 19, 2010 .
- ^ Konstantin Schwarz: Train station ready for partial demolition. In: Stuttgarter Nachrichten . July 26, 2010. Retrieved September 19, 2010 .
- ^ State capital Stuttgart (Ed.): Official plan of the state capital Stuttgart . 52nd edition. 1978, OCLC 314042000 .
- ^ Wolfgang Schuster : The Stuttgart-Ulm railway project. (PDF; 15.7 MiB) State Capital Stuttgart, p. 16 , accessed on April 19, 2014 .
- ↑ The excavator begins removing the walls of the north wing of Stuttgart Central Station. Stuttgart-Ulm rail project, August 25, 2010, accessed on September 19, 2010 .
- ↑ K 412 IV DO 10891 Stuttgart Hbf: Entrance building Ludwigsburger Strasse, ground plan, 1st floor above the platform. Baden-Württemberg State Archives, Ludwigsburg State Archives, 1946, accessed on January 14, 2012 .
- ↑ K 412 IV DO 10892 Stuttgart Hbf: Entrance building Ludwigsburger Straße floor plan, 1st floor above the platform. Baden-Württemberg State Archives, Ludwigsburg State Archives, 1946, accessed on January 14, 2012 .
- ^ Matthias Roser: Schlossgartenflügel. Stuttgart Central Station Working Group, accessed on September 20, 2010 .
- ↑ a b 21 Good reasons for Stuttgart 21 (PDF; 1.7 MiB) Stuttgart-Ulm rail project.
- ↑ Timo John: The Train of Time. In: Frankfurter Allgemeine Zeitung . July 31, 2010, accessed October 10, 2010 .
- ↑ a b Bahn continues construction work on Stuttgart 21. January 13, 2012, accessed January 2, 2020 .
- ↑ Jörg Nauke: City beautification only with fewer cars . In: Stuttgarter Zeitung . tape 73 , no. 68 , March 22, 2017, p. 22 ( stuttgarter-zeitung.de ).
- ↑ a b c Deutsche Bahn AG, business area network, regional area Stuttgart, projects (ed.): The synergy concept Stuttgart 21. The results of the preliminary project . 1995, p. 14th f., 26 f . ( rosenstein-stuttgart.de [PDF; 14.4 MB ]).
- ↑ a b c Pretty bright . In: Stuttgart 21. The project magazine . 3. Edition. July 1998, p. 7 .
- ↑ State Parliament of Baden-Württemberg (Ed.): State of the most important train stations in Baden-Württemberg . Printed matter 13/4069 - Small request from Abg. Boris Palmer and Ministry of Environment and Transport Response. February 16, 2005, p. 2 ( landtag-bw.de [PDF; 107 kB ; accessed on December 16, 2017]).
- ↑ Wolfgang Arnold: Expansion options for the Stuttgart rail junction from the point of view of the municipal transport company. P. 3 , accessed December 28, 2019 .
- ↑ Everything at a glance - Interesting facts and figures about the S-Bahn. In: s-bahn-stuttgart.de. DB Regio , accessed on February 10, 2019 .
- ↑ Secret revealed . In: Stiftung Warentest (Ed.): Test . No. 2/2008 , January 24, 2008, p. 78–82 ( test.de [accessed on January 2, 2020] PDF available free of charge via link).
- ↑ Secret revealed . In: Stiftung Warentest (Ed.): Test . No. 5/2011 , April 27, 2011, p. 78–81 ( test.de [accessed on January 2, 2020] PDF available free of charge via link).
- ↑ a b c d Ralph Seidel: The influence of changed framework conditions on network design and frequencies in long-distance rail passenger transport in Germany . Dissertation at the University of Leipzig. Leipzig 2005, p. 27, 46, 62, 100 .
- ↑ a b c The timetable change brings significant improvements in regional rail traffic. Ministry of Transport Baden-Württemberg , December 9, 2019, accessed on December 21, 2019 .
- ↑ a b c d e News about the timetable change. In: vvs.de. Verkehrs- und Tarifverbund Stuttgart , December 10, 2019, accessed on December 29, 2019 .
- ↑ Oliver Stortz: Land of train drivers . In: Esslinger Zeitung . July 11, 2015, p. 6 .
- ^ A b Verband Region Stuttgart (Ed.): Annex 4.1 to the template 190/2013; Examination of the transport committee on May 8, 2013 . May 8, 2013, p. 2, 4 ( region-stuttgart.org [PDF; 5.2 MB ] The value of 103,000 results from the growth of 2600 passengers expected in this section between 2010 and 2025 (page 4) and the expected load of 105,900 passengers for 2025 (page 2)).
- ↑ Better fire protection in S-Bahn stations. stuttgarter-nachrichten.de, January 18, 2011, accessed on August 14, 2019 .
- ^ Dirk Rothenstein: S-Bahn Stuttgart: Modern. Mobile. For the region. (PDF) In: gecms.region-stuttgart.org. DB Regio AG, April 18, 2018, p. 24 f. , accessed April 4, 2018 .
- ↑ The Europaviertel. In: Stuttgart – Ulm rail project. DB Projekt Stuttgart – Ulm GmbH, accessed on August 30, 2018 .
- ↑ Infrastructure. In: Stuttgart – Ulm rail project. DB Projekt Stuttgart – Ulm GmbH, accessed on August 30, 2018 .
- ^ Armin Käfer: Experts: The underground train station in Stuttgart can be built . In: Stuttgarter Zeitung . January 17, 1995.
- ↑ “Stuttgart 21” is to be built despite additional costs . In: Die Welt , December 11, 2009.
- ↑ Dirty relationships . In: Der Spiegel . No. 24/2013 , June 10, 2013, p. 118-12 .
- ^ Deutsche Bahn AG (Ed.): Current state of affairs Stuttgart 21 (PDF; 95 KiB). Information (10 A4 pages) dated December 10, 2009, p. 10.
-
↑ a b DB Project Stuttgart 21 (Ed.): Redesign of the Stuttgart railway junction: Extension and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Planning approval section 1.1 Crossing the valley with the main train station. Construction km -0.4 -42.0 to +0.4 +32.0.
Overview elevation plan in the kilometer axis building – km –1.5 to building – km +1.5 . Annex 2.7, page 1 of 1, plan released on August 24, 2001 and plan status April 30, 1999. - ↑ Under the microscope: How the plan approval procedure works . In: TurmForum Stuttgart 21 e. V. (Ed.): The Stuttgart Project 21. Book accompanying the exhibition in the TurmForum Stuttgart 21 , p. 50 f.
- ^ Mathias Bury: Bahn and critics see themselves confirmed . In: Stuttgarter Zeitung . April 12, 2003.
- ^ Peter Marquart: The development of the project planning . In: Regional Council Stuttgart (ed.): Project Stuttgart 21 and NBS Wendlingen – Ulm: The consideration of water management in planning - an interim balance. Conference proceedings . September 26, 2006, p. 6–13 ( online [PDF; 8.2 MB ; accessed on October 11, 2012]). The development of the project planning ( Memento of February 13, 2012 in the Internet Archive )
- ↑ a b Rainer Engel: Unrestrained into the black hole? In: The Passenger . Issue 2, 2005, ISSN 1619-1072 , pp. 29–32 ( der-fahrgast.de [PDF; 177 kB ]).
- ↑ Pfa 1.1. Media library of the Bahnprojekt Stuttgart-Ulm eV, April 23, 2015, accessed on June 22, 2015 .
- ^ Konstantin Schwarz: New plan for Neckarbrücke . Ed .: Stuttgarter Nachrichten . No. 155 , July 9, 2015, p. 18 ( stuttgarter-nachrichten.de ).
- ↑ Germany-Stuttgart: Installation of ventilation systems. Document 2019 / S 241-593223. In: Tenders Electronic Daily . December 13, 2019, accessed December 13, 2019 .
- ↑ Volker Kefer : How wide are the platforms in comparison. In: Direktzu Stuttgart21. Railway project Stuttgart – Ulm e. V., December 29, 2010, accessed January 1, 2011 .
- ↑ Sven Hantel: 07/24/2012 UTA Stuttgart 21. (PDF; 115 KiB) Set of slides for the presentation in the Stuttgart City Council. DB Netze , July 24, 2012, p. 11 , accessed on July 24, 2012 .
- ^ A b Ullrich Martin : Stuttgart 21: Large-scale project with a European dimension . In: Deine Bahn, Issue 7/2009, pp. 6–13.
- ↑ a b DBProjekte Süd GmbH (Ed.): Stuttgart 21 special: The planning approval section 1.1 "Valley crossing with main station" . Brochure (16 pages), Stuttgart, January 2002, p. 10.
- ↑ 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. January 28, 2005, p. 59-67 .
-
^ DB ProjektBau GmbH, Northwest Branch (Ed.): Plan approval documents. Redesign of the Stuttgart railway junction. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.5: Access to Feuerbach and Bad Cannstatt. Construction km -4.0 -90.3 to -0.4 -42.0 and -4.8 -64.4 to -0.4 -42.0.
Appendix 1: Explanatory report. Part III: Description of the plan approval area . Document dated June 9, 2006. Plan approved on October 13, 2009 by the Federal Railway Office, Karlsruhe / Stuttgart branch (file number 59160 PAP-PS21-PFA1.5 ). October 13, 2009, p. 26th f . - ↑ a b “There are no bunglers at work here” . In: Dialog 21 , issue 2, September 2010, ZDB -ID 2569219-7 , supplement.
- ↑ Michael Isenberg: A podium of know-it-alls . In: Stuttgarter Nachrichten . No. 197 , August 27, 2010, p. 16 ( stuttgarter-nachrichten.de ).
- ↑ Federal Railway Office (Ed.): Plan approval decision according to § 18 Para. 1 General Railway Act (AEG) for the reconstruction of the Stuttgart railway junction "Project Stuttgart 21" Plan approval section 1.1 (valley crossing with new main station) from rail km - 0.4-42 .0 to train km + 0.4 + 32.0 in Stuttgart . Stuttgart, January 28, 2005, p. 372 f.
- ↑ Stuttgart 21: Approval for track inclination required. In: Stuttgarter Nachrichten . Retrieved January 23, 2017 .
- ↑ Sven Andersen: The platform track gradient in Stuttgart 21 in view of the regulations and operational practice . In: Eisenbahn-Revue International . No. 6/2011 , 2011, ISSN 1421-2811 , p. 310-311 ( boa-bw.de [PDF]).
- ↑ Peter Reinhart: ETCS & Co for "maximum performance". (PDF) A workshop report on the Stuttgart digital node. DB Projekt Stuttgart – Ulm GmbH , November 21, 2019, p. 55 , accessed on November 22, 2019 .
- ↑ a b c Stuttgart Central Station (Bonatzbau): Modernization of the Bonatzbau as well as new construction of underground station buildings and forecourts. Deutsche Bahn, accessed on September 24, 2015 .
- ↑ The most important facts about the modernization of the Bonatz building FAQ on the project website for the station renovation
- ↑ In the train station, work is done in secret . stuttgarter-nachrichten.de, July 1, 2020.
- ↑ a b c New Stuttgart train station completely barrier-free . In: Dialog 21 , ZDB -ID 2569219-7 , edition 2, September 2010, p. 1.
- ↑ Short distances on three levels: fast traffic flows in the new main station . In: TurmForum Stuttgart 21 e. V. (Ed.): Das Projekt Stuttgart 21. Book accompanying the exhibition in TurmForum Stuttgart 21 , pp. 66–69.
- ↑ a b c d e Without a source.
- ↑ a b c d Volker Kefer : Width and arrangement of stairs (and elevators). In: Direktzu Stuttgart 21. Stuttgart – Ulm e. V., April 8, 2011, accessed May 14, 2011 .
- ↑ a b c What happens when? . In: Dialog 21 , issue 3, January 2011 ( PDF , 1.3 MiB, ZDB -ID 2569219-7 ), p. 3.
- ↑ Konstantin Schwarz: Juchtenkäfer slows down light rail construction . In: Stuttgarter Nachrichten , No. 184, August 10, 2012, p. 18 ( similar version ).
- ^ Stuttgart 21: Start of construction on the Nesenbach culvert. Railway project Stuttgart – Ulm e. V., May 22, 2015, archived from the original on June 18, 2015 ; Retrieved June 18, 2015 .
- ↑ 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. 9, 16.
- ↑ New building project Stuttgart – Ulm. New routes, new transport concept for the region, Germany and Europe. (PDF; 5.2 MB) DB ProjektBau , 2007, p. 3 , accessed on February 10, 2019 .
- ↑ a b Kirstin Feireiß, Hans-Jürgen Commerell: (Ed.): Hauptbahnhof Stuttgart . Catalog for an exhibition in the Aedes East gallery from June 22 to August 1, 1999 in Berlin. Berlin, 1999, pp. 36, 40.
- ^ A b Deutsche Bahn AG, network division, regional area Stuttgart, projects (publisher): Project »Stuttgart 21«. The feasibility study . Brochure (40 A4 pages), Stuttgart, approx. 1995, pp. 13, 16, 26, 32 f (similar version as PDF ; 14 MiB).
- ^ A b DBProjekt GmbH Stuttgart 21 (ed.): Project "Stuttgart 21": The spatial planning procedure . Eight-page brochure, Stuttgart, approx. 1997, pp. 1 f, 5.
- ↑ a b c d Christoph Ingenhoven : An answer developed from the location: Realization competition for the redesign of Stuttgart Central Station . In: TurmForum Stuttgart 21 e. V. (Ed.): The Stuttgart Project 21. Book accompanying the exhibition in the TurmForum Stuttgart 21 , pp. 56–59.
- ↑ Stuttgart Central Station . In: Bauwelt , year 1997, p. 1658 f.
- ↑ Notification Stuttgart Hbf decided . In: Eisenbahn-Revue International , issue 1/2, 1998, ISSN 1421-2811 , p. 6.
- ↑ Understand the station . In: Süddeutsche Zeitung , No. 257, 1997, ISSN 0174-4917 , p. 14.
- ^ Holcim Awards 2005 - Europe - Silver: Main Station, Stuttgart, Germany. Holcim Foundation, accessed on December 29, 2010 .
- ↑ Global Holcim Awards winners 2006. LafargeHolcim Foundation , accessed on May 3, 2019 .
- ↑ 2007 International Architecture Awards for the Best New Global Design. The Chicago Athenaeum: Museum of Architecture and Design, archived from the original on December 3, 2013 ; accessed on December 29, 2010 (English).
- ↑ Michael Ohnewald : Old love does not rust . In: Stuttgarter Zeitung , No. 232, October 7, 2006, p. 36.
- ↑ Dirty relationships . In: Der Spiegel . No. 24/2013 , June 10, 2013, ISSN 0038-7452 , p. 118-124 ( spiegel.de ).
- ↑ Arbitration Stuttgart 21 PLUS (PDF; 82 KiB). November 30, 2010, p. 13.
- ↑ Holistic fire protection concept. (PDF) BPK-G 083F / 2012. Fire protection planning Klingsch, April 22, 2016, p. 13 , accessed on April 16, 2020 (file BSK_BPK-G083F-2012_Endversion.pdf in folder 3_BSK_Bahnhofshalle ).
- ↑ Eisenbahn-Bundesamt (Ed.): Decision on the amendment of the planning approval decision of January 28, 2005, (...) for the project "Large-scale project Stuttgart 21", PFA 1.1, 6th PÄ - change of access trays for central station, platform access and implementation in the lounge area the traffic station as well as elimination of the supply tunnel in Stuttgart rail km -0.442 to 0.432 of route 4813 ( Memento from June 22, 2015 in the Internet Archive ). Stuttgart, April 23, 2015.
- ↑ Christian Milankovic: S 21: Uncertainties also at halftime . In: Stuttgarter Zeitung . tape 73 , June 1, 2017, p. 2 ( stuttgarter-zeitung.de ).
- ↑ "Ten years would have been enough" . In: Der Spiegel . No. 51 , 2017, p. 118-121 ( Online - Dec. 16, 2017 ).
- ↑ Stuttgart 21 project of the century starts. Railway project Stuttgart – Ulm e. V., February 2, 2010, archived from the original on September 25, 2012 ; Retrieved October 11, 2012 .
- ↑ Demolition at the main train station begins under great police protection. In: Stuttgarter Zeitung . July 30, 2010, accessed July 30, 2010 .
- ↑ Christian Milankovic: The conflict began with the digger bite . In: Stuttgarter Zeitung . August 25, 2015 ( stuttgarter-zeitung.de [accessed February 10, 2019]).
- ↑ Demolition of the south wing has begun. In: Handelsblatt . January 30, 2012, accessed February 1, 2012 .
- ↑ Jürgen Bock: The demolition of the south wing is dormant for months. In: Stuttgarter Nachrichten. April 4, 2012, Retrieved April 4, 2012 .
- ↑ Jürgen Bock: The demolition of the south wing continues. In: Stuttgarter Nachrichten. April 12, 2012, Retrieved April 16, 2012 .
- ↑ a b Stuttgart 21 - Current developments . In: Bahn-Report , issue 5/2012, p. 67.
- ↑ a b Konstantin Schwarz: Platform reconstruction: The main station is getting tight . In: Stuttgarter Nachrichten . May 25, 2013, p. 17 ( stuttgarter-nachrichten.de ).
- ↑ Jörg Nauke: Is the new train station suitable for the disabled? . In: Stuttgarter Zeitung , January 13, 2011.
- ↑ Footbridge connects the palace garden with the cross platform , online article in the Stuttgarter Nachrichten from January 24, 2014
- ↑ a b c Markus Heffner: Work on the underground station will begin in 2013 . In: Stuttgarter Zeitung, No. 55, March 6, 2013, p. 19.
- ^ A b c Thomas Faltin, Wolfgang Schulz-Braunschmidt: Track 10 released again with conditions . In: Stuttgarter Zeitung . tape 69 , no. 20 , January 24, 2013, p. 9 ( stuttgarter-zeitung.de ).
- ^ D-Stuttgart: Construction work in building construction . Document 2012 / S 185-303797 of September 26, 2012 in the supplement to the Electronic Official Journal of the European Union .
- ↑ a b Konstantin Schwarz: The underground station is two years late . In: Stuttgarter Nachrichten . No. 55, March 6, 2012, p. 18 (similar version stuttgarter-nachrichten.de ).
- ↑ Stuttgart concern tears down the north wing of the Bonatz building . In: Stuttgarter Nachrichten online, May 22, 2010.
- ↑ a b c Volker Kefer : Stuttgart 21 and NBS Wendlingen-Ulm Document for the Examination and Compliance Committee (PCA) of the DB and the Steering Committee (LK) S21 . Berlin / Stuttgart, March 23, 2012 PDF , (880 KiB), pp. 5, 22.
- ↑ DB Mobility Logistics AG (ed.): DB awards contracts for tunnels and new Stuttgart underground station worth around 800 million euros . Press release from March 13, 2012.
- ↑ a b bridges into the country . In: Reference , ZDB -ID 2569219-7 , issue 2/2012, pp. 4-8.
- ^ D-Stuttgart: Construction of train stations . Document 2012 / S 216-356149 of November 9, 2012 in the supplement to the Electronic Official Journal of the European Union.
- ↑ a b “Every generation has to create something new” . In: Stuttgarter Zeitung , May 22, 2012, p. 22.
- ^ Germany-Stuttgart: construction of train stations. Document 2016 / S 092-164539. In: Tenders Electronic Daily . May 13, 2016. Retrieved May 16, 2016 .
- ^ Germany-Stuttgart: construction of train stations. Document 2016 / S 156-283069. In: Tenders Electronic Daily . August 15, 2016. Retrieved August 17, 2016 .
- ↑ Construction companies fight for billions in contracts . In: Stuttgarter Nachrichten , No. 282, December 6, 2010, p. 17 ( stuttgarter-nachrichten.de ).
- ↑ Michael Isenberg: Züblin is to build an underground station. In: Stuttgarter Nachrichten. March 13, 2012, accessed March 13, 2012 .
- ↑ Debate about additional costs . In: Stuttgarter Zeitung (online edition), around March 22, 2012.
- ↑ Rüdiger Soldt: Always Weiche 227. In: Frankfurter Allgemeine Zeitung (Online) from October 11, 2012
- ↑ Federal Railway Accident Investigation Agency (ed.): Railway Accident Investigation: Annual Report 2012 . 2013, p. 20, 24 ( online [PDF; accessed on February 14, 2016]). Railway accident investigation: Annual report 2012 ( Memento from February 14, 2016 in the Internet Archive )
- ↑ a b : Walter von Andrian clarified Stuttgart derailment. In: Eisenbahn-Revue International. No. 2/2013, p. 69.
- ↑ Three tracks will remain closed until further notice . In: Stuttgarter Zeitung , No. 236, October 11, 2012, p. 19 (similar version stuttgarter-zeitung.de ).
- ↑ No solution for blocked track 10 . In: Stuttgarter Zeitung, vol. 68, no. 283, December 6, 2012, p. 23.
- ↑ Konstantin Schwarz: Bahn starts again for emergency timetable . In: Stuttgarter Nachrichten . January 10, 2013, p. 21 .
- ↑ Michael Petersen: The long wait for punctuality . In: Stuttgarter Zeitung . No. 296 , December 23, 2014, p. 5 .
- ↑ Thomas Durchdenwald: Bahn is first digging the construction pit for the underground station . In: Stuttgarter Zeitung . No. 178 , August 5, 2014, p. 19 ( stuttgarter-zeitung.de ).
- ↑ Christian Milankovic: Bahn is fighting in the S-21 trough with the schedule . In: Stuttgarter Zeitung . No. 184 , August 12, 2015, p. 19 ( stuttgarter-zeitung.de ).
- ↑ Christian Milankovic: A lack of permits is slowing the railway . In: Stuttgarter Zeitung . tape 71 , no. 242 , October 20, 2015 ( stuttgarter-zeitung.de - under other title).
- ↑ Konstantin Schwarz: Escape stairs in the train station are only 30 minutes safe . In: Stuttgarter Nachrichten . March 20, 2015, p. 17 ( stuttgarter-nachrichten.de ).
- ^ Christian Milankovic: The first concrete flows in the station trough . In: Stuttgarter Zeitung . January 27, 2016, p. 19 ( stuttgarter-zeitung.de ).
- ↑ Bahn concretes part of the first cup support for the future Stuttgart main station. Railway project Stuttgart – Ulm e. V., June 21, 2017, accessed November 1, 2018 .
- ↑ Construction progress of the platform hall: Seventh cup of the main train station concreted. Press release. Stuttgart-Ulm rail project, February 3, 2020, accessed on March 1, 2020 .
- ↑ Christian Milankovic: Former railway management is now down without. In: Stuttgarter Zeitung. July 27, 2017. Retrieved December 29, 2017 .
- ↑ Record number of visitors with around 64,000 visitors at the “Open Construction Site Days 2020” • Citizens reward the project partners' commitment. In: s21erleben.de. Railway project Stuttgart – Ulm e. V., January 5, 2020, accessed on January 5, 2020 .
- ^ Arbitration procedure for Stuttgart 21. (PDF; 668 KiB) November 20, 2010, p. 89ff , accessed on November 25, 2017 (shorthand protocol of the 6th arbitration meeting).
- ↑ Gaßner, Siederer, Neusüß: Consequences in terms of licensing law of the application made by the DB for doubling the groundwater extraction and abstraction quantities in the “Stuttgart 21” project. (PDF) Archived from the original on December 3, 2013 ; Retrieved November 25, 2017 .
- ↑ Sylvia Pilarsky-Grosch: Application for a temporary injunction ( Memento of December 18, 2011 in the Internet Archive ) (PDF; 297 KiB). Urgent application to the Stuttgart Administrative Court, BUND Baden-Württemberg, June 20, 2011.
- ↑ Michael Isenberg: Construction of the underground station should be possible in 2013 . In: Stuttgarter Nachrichten , No. 149, 2012, p. 20.
- ↑ Jörg Nauke, Thomas Braun: Land confirms time delay at the underground station . In: Stuttgarter Zeitung , No. 148, June 29, 2012, p. 23.
- ↑ Federal Railway Authority (Ed.): Decision according to (...) for the project "Large-scale project Stuttgart 21: PFA 1.1, 7th PÄ, plan amendment water law" (...) . Stuttgart, September 22, 2014.
- ↑ Stuttgart 21: Bautaktung PFA 1.1. (PDF; 1.2 MiB) Railway project Stuttgart – Ulm e. V., June 2010, accessed June 30, 2010 .
- ^ Christian Milankovic: The next tram renovation is pending . In: Stuttgarter Zeitung . August 26, 2013, p. 15 ( stuttgarter-zeitung.de ).
- ^ Stuttgart 21: The previous route will be relocated . In: Stuttgarter Zeitung . ( stuttgarter-zeitung.de [accessed on November 5, 2016]).
- ^ Verband Region Stuttgart (ed.): Update of the regional transport plan - results of the traffic forecast for the reference scenario 2025 . Session no. 190/2013 for the session of the Transport Committee of the Stuttgart Region Association on May 8, 2013. May 3, 2013, p. 8 ( region-stuttgart.org [PDF; 588 kB ]).
- ↑ Christian Milankovic: Private rail operator: 100 trains a day in the terminus . In: Stuttgarter Zeitung . tape 70 , no. 278 , December 1, 2015, p. 19 ( stuttgarter-zeitung.de ).
- ↑ The railway facilities of the Stuttgart terminus station do not have to remain usable for third parties after completion of the Stuttgart underground station . Press release of the Federal Administrative Court of July 5, 2018
- ↑ Stuttgart District Court, file number 5 IN 515/18, September 27, 2018 (see insolvenzbekanntmachungen.de )
- ↑ Commercial register announcement 738956 in the central trade register supplement of February 18, 2019.
- ↑ U. Martin, H. Dobeschinsky, P. Breuer, M. Haderer, N. Sonnenberg: Comparison of the capabilities and performance behavior of the new through station (S21) and a variant of the redesigned terminal station (K21) as part of the redesign of the Stuttgart main station (final report ) . In: Landeshauptstadt Stuttgart (Ed.): Stuttgart 21 - Discourse ( PDF ; 21 MiB), Stuttgart 2007, pp. 2287–2369, in particular pp. 2330, 2332, 2337 f., 2341.
- ^ Jens Bergmann: Digital node Stuttgart. (PDF) Declaration by DB Netz AG on content and objectives. DB Netz, April 21, 2020, p. 2 f. , accessed on April 24, 2020 .
- ↑ Christoph M. Engelhardt: Stuttgart 21: Performance of through and head stations . In: Eisenbahn-Revue International . No. 6/2011 , 2011, ISSN 1421-2811 , p. 306-309 .
- ↑ Terminal station could already handle more trains than S 21 ( Memento from April 4, 2012 in the Internet Archive ) Press release of the Ministry of Transport and Infrastructure in Baden-Württemberg, November 22, 2011.
- ↑ Dagmar Starke: SPNV 2020 offer concept (PDF; 1.2 MiB) Local transport company Baden-Württemberg, October 2010, accessed on November 20, 2010 .
- ^ Ministry of Transport and Infrastructure Baden-Württemberg: press release
- ^ Volker Kefer : Long-distance traffic lines at S21. In: Direktzu Stuttgart 21. Stuttgart – Ulm e. V., March 16, 2011, accessed March 16, 2011 .
- ^ Deutsche Bahn AG (ed.): More rail for metropolises and regions ( Memento from April 4, 2015 in the Internet Archive ). Presentation from March 18, 2015, p. 17.
- ↑ 2020 timetable with four Flixtrain lines . In: The Railway Engineer . tape 70 , no. December 12 , 2019, p. 53 .
- ↑ Connection to the high-speed network: ICE trains will stop in Coburg from the end of 2017. In: deutschebahn.com. Deutsche Bahn, June 24, 2016, archived from the original on June 24, 2016 ; accessed on June 24, 2016 .
- ↑ Target timetable Germany-Takt: First expert draft Baden-Württemberg. (PDF) SMA und Partner , October 9, 2018, accessed on October 22, 2018 .
- ↑ Destination timetable Germany-Takt. (PDF) Second expert draft Baden-Württemberg. SMA und Partner , May 7, 2019, accessed May 7, 2019 .