S-Bahn Stuttgart

	S-Bahn Stuttgart
Country Germany Transport / tariff association VVS Lines 7 + 1 Route length 215 Stations 83 Long-distance train stations 5 Tunnel stations 7th smallest clock sequence 15 min per line Passengers 435,000 daily (Mon-Fri) Residents in the catchment area around 2.7 million Employee 638 vehicles 423 , 430 operator DB Regio S-Bahn Stuttgart Power system 15 kV, 16.7 Hz  ~ , overhead line
S-Bahn in Germany

Logo S-Bahn Stuttgart

The Stuttgart S-Bahn is the most important means of public transport in the Stuttgart region and part of the Stuttgart Transport and Tariff Association .

On the 215-kilometer route network, 157 multiple units and 838 trains transport a total of 435,000 passengers daily from Monday to Friday. The operating performance is 11.2 million vehicle kilometers per year. The core is the underground trunk line on which all lines run.

The responsible authority is the Verband Region Stuttgart . DB Regio has been entrusted with operational management until mid-2032 . The organizational unit of the Stuttgart S-Bahn works under the umbrella of the DB Regio Baden-Württemberg .

Traffic systems and technology

S-Bahn completion of the 423 series on the Neckar Bridge between Bad Cannstatt and the main train station

S6 to Weil der Stadt at the Hauptbahnhof (deep) station (2008)

Lettering on the trains

Stations

The network comprises 83 stations, 7 of which are underground and one partially covered. The bridge platform in Zuffenhausen is a special feature, it is located on a special overpass structure. 3 further stations, including two partially covered trough structures and a terminus, are under construction. The fifth implementation contract for the Stuttgart S-Bahn provides for all stations to be equipped with barrier-free access to the platform. Up until the end of 2015, four of the platforms could not be reached by elevators or ramps. 51 stations have fully or partially 96 cm platforms, where boarding and disembarking is possible at ground level and thus barrier-free or accelerated as a result.

Passenger information

Since December 2004, the newly installed AEG MIS LCD passenger information displays (FIA) have shown the actual departure times calculated in advance in the countdown "in 4 min", "in 3 min", "in 2 min" and a "train schedule ( Zugvorschau) “of the next three arriving S-Bahn trains are displayed with minutes.

Since it is not possible to determine the position and display of the trains within seconds on the FIA, the display of the last two minutes until the train departs has been dispensed with since 2011, as passengers have repeatedly complained. Since 2020, "Coming soon" has been displayed instead. Notes on disruptions and special features are displayed via an info ticker (referring to the individual train above, general notes and disruptions below). Since the beginning of 2013, the number of trains (short, full and long trains) has also been displayed in the train preview in order to enable a pre-distribution of passengers on the platform.

Acoustic indications of the incoming trains have been available since 1978 in the stations Hauptbahnhof Tief, Stadtmitte , Feuersee and Schwabstraße, as well as in the stations Universität and Neckarpark (Mercedes-Benz). On the main route, information about delays and train cancellations is announced automatically, sometimes supplemented by manual announcements from the local supervisor. At the end of 2009, the previous announcement system with cassettes was converted to the digital announcement system used by DB ("Blech-Else"), as the extension of the S1 to Kirchheim / Teck was no longer possible.

Connecting track

The entire tunnel route under the city center of Stuttgart is called the connecting railway, it is the heart of the network of the Stuttgart S-Bahn:

→ Main article : connecting railway (Stuttgart)

Trunk line

All lines run under the city center through a double-track tunnel to Schwabstrasse station . This route bottleneck limits the train sequence , which is already quite close to the technical limit with 2.5 minutes of scheduled train lead time. This value is the result of the maximum 15-minute intervals offered for each line today. A more frequent S-Bahn cycle is not possible with conventional signaling and, due to the passenger switching time, with the existing infrastructure.

The distance between two successive trains is to be reduced with ETCS . To this end, among other things, optimization of the block division, technical running times and braking curves are being considered, as well as automated driving (ATO, possibly with optimized driving and braking) and predictive driving with a traffic control system (TMS). In the platform area, up to 22 m short trajectory sections are to be created (as of December 2017). In January 2019 , the state and region decided to introduce ETCS, and the federal government assured its support in January 2020.

Turning loop

Half of the journeys end at Schwabstraße station, the regular end point of the S4, S5, S6 and S60. Behind this station there is an operational peculiarity: Immediately after the exit in the direction of Vaihingen, an approximately 1.5 km long turning loop branches off to the right , which passes under the Hasenberg tunnel and in the opposite direction merges into the main line towards the city center. The loop is indispensable in regular operation, as it enables the trains to turn quickly and the tight operating schedule on the main route with journeys ending there. The route is single-track except for a 300 m long passing track. In the event of minor delays, the passing track can be used to restore the scheduled order of the trains. It can also be used to provide an additional train after football matches in the Mercedes-Benz Arena or other major events, or to park a defective train.

Hasenberg tunnel

After the Schwabstraße station, a tunnel initially consisting of two tubes leads through the Hasenberg with a gradient of 3.5 percent . About halfway, the two tubes merge into one tube. After around 5 kilometers, the underground Stuttgart University train station is reached.

The S1, S2 and S3 run through this Hasenberg tunnel. These journeys are between the ending trains of the other lines. This means that it is possible to change trains with a short waiting time, provided that the destination is on the section to Stuttgart-Rohr on which all three lines travel.

Filder area (airport / trade fair)

In the local area of ​​Echterdingen, Flughafen / Messe and Bernhausen, the S-Bahn runs in tunnels that were built using the cut-and-cover method. Between the Flughafen / Messe station and Bernhausen under the airfield, it travels through a single-track, mining-based airport tunnel .

Gäubahn in malfunction

In the event of a blockade of the connecting railway, part of the train traffic can be diverted via the Gäubahn. In this case, some trains enter the above-ground part of the main train station and continue on the Gäubahn to Stuttgart-Vaihingen, bypassing all intermediate stations. In this case, the tram only runs in one direction on the connecting tram or as a shuttle service as far as possible. In this case, travelers can change to the tram or bus at the main train station as well as in Vaihingen to get to the city center or to the university. Various scenarios for the future expansion of the S-Bahn traffic envisage the regular use of this route and the reactivation of the Westbahnhof .

WiFi equipment

From late autumn 2017, all S-Bahn vehicles were equipped with mobile internet access (WLAN) over a period of 24 months. Of the total costs of 5 million euros, the VRS contributed 3.5 million euros from penal funds. The 423 series was initially equipped by summer 2018, followed by the 430 series by summer 2019.

vehicles

Plochingen depot

The maintenance of the railcars (and the regional trains of the series 425/426 of Regionalverkehr Württemberg ) takes place in the S-Bahn depot in Plochingen . Its equipment includes an underfloor wheelset lathe and an outdoor washing and graffiti treatment system. Around 550 employees work in three shifts to keep the S-Bahn running.

Vehicle inventory

• 60 units of the 423 series, used on lines S4, S5, S6, S60 and the S1 amplifiers between Esslingen and Schwabstraße
• 97 units from the 430 series, used on the S1, S2, S3, S4 and S11 lines.

Both series can be freely used in the entire network. However, although they can be mechanically coupled, they cannot be combined with one another due to incompatible electrics or electronics.

In January 2019, the retrofitting of multiple units with was ETCS Level 2 and automated operation (ATO GoA 2, with driver) decided .

New vehicles

The regional assembly decided on January 30, 2019 to order a further 56 multiple units of the 430 series in order to implement a series of service improvements. Two further multiple units are being procured by DB Regio. In addition, all vehicles will be equipped with ETCS by the end of 2025. The decision had to be made by the end of January 2019, as an inexpensive order option for the S-Bahn vehicles of the 430 series from the vehicle manufacturer Bombardier would then expire. The state of Baden-Württemberg is funding the procurement of 47 of the new vehicles to 30 percent, with a total of 106 million euros, and is thus getting into the funding of rail vehicles. With the expansion of the fleet, sufficient vehicles should be available to equip the entire fleet with ETCS by mid-2025 while maintaining the transport offer.

Vehicle deployment and train formation

The vehicles are parked in the Plochingen depot and at the terminus of the lines. Up to three of the approximately 70 meter long units are regularly coupled:

• Short train (approx. 70 meters): One unit; Operates from Sunday to Thursday in the evening at the earliest from around 9:00 p.m. until closing time and on Sunday morning from 6:00 a.m. to 12:00 p.m., on the S4 / S5 / S6 lines sometimes also during night traffic and in the evenings on the weekend
• Execution (approx. 140 meters): Two units coupled; operate Monday to Thursday during the day from the start of operations until at least 9 p.m., on the S1 until midnight, on the S2 until 10 p.m., on Fridays and Saturdays on all lines mostly around the clock, and on Sunday mornings from around 12 noon: 00 o'clock
• Long train (approx. 210 meters): three units coupled; run as a repeater in rush hour on S1 / S2 / S3 almost continuously, on S4 / S5 / S6 / S60 partially.

At major events, trains are increased to full or long trains and additional journeys are offered if necessary.

Transport offer

Transport demand

Between 2003 and 2014, the number of passengers rose by 27 percent to more than 400,000 per working day, on Sundays by 39 and on Saturdays by 41 percent. With around 102,000 daily passengers (more than a third more than 2003), the S1 is the most heavily used line, followed by the S2 (around 70,000, +23% since 2003). This is followed by the S6 / 60 (more than 70,000, +26%), the S3 (more than 60,000, +14%) and the S4 and S5 (more than 40,000, +27 and +26%). Of the total of 800,000 boarding and alighting passengers on working days, around 250,000 are on the main route between Schwabstrasse and the main train station. (All data as of 2016).

On the S 1, the most popular S-Bahn line, 32,000 passengers travel between 6 a.m. and 8 a.m. on weekdays, and 39,000 between 3 p.m. and 6 p.m. On the S 2, the second most frequently used line, 74,000 passengers are en route during rush hour (morning and evening).

At peak hours, between 7 a.m. and 8 a.m., an average of around 70,000 people are transported. The second highest load is recorded between 4 p.m. and 5 p.m. and 5 p.m. and 6 p.m. with more than 50,000 passengers. (Status: 2017)

The average travel distance of S-Bahn users in the VVS tariff is 13.5 km.

A traffic forecast presented in January 2020 for 2030 expects 450,000 passengers per day. In a progressive variant, in which 22 additional trains or trains running on extending lines per hour as well as restrictions in individual traffic were assumed, 500,000 passengers per day are expected.

Operating time

The Stuttgart S-Bahn operates according to a fixed timetable, the departure times of which are almost always the same.

All lines run daily outside of rush hour from around 4:00 a.m. in the morning from the terminus in the direction of the city center and the airport, from around 5:00 a.m. from the main train station until at least 1:00 a.m. from all stations continuously every 30 minutes, apart from a small period on Sunday morning between 5:00 and 8:00 a.m., during which only a 60-minute cycle is offered on most lines. On the S4 section Marbach – Backnang there is only a 60-minute cycle from around 8:00 p.m.

Rush hour on weekdays

During rush hour (HVZ), the 30-minute intervals with repeater trains on lines S1 to S6 are compressed to 15-minute intervals.

Morning peak hours usually start at 5:30 a.m. in the direction of the outer stations and end at around 10:30 a.m.

The afternoon peak hours start at around 12 p.m. and end at 8:30 p.m.

On the sections S1 Plochingen – Kirchheim unter Teck , as well as S2 Filderstadt – Vaihingen, S3 Flughafen / Messe – Vaihingen, S4 Marbach – Backnang, as well as the S60 Renningen – Böblingen, usually no 15-minute intervals are offered due to insufficient route capacity. If required, such as at large trade fairs, a 15-minute cycle is also offered on the S3 to the airport / trade fair, regardless of the time of day.

Frequency compression on Saturdays

On the Schwabstraße – Esslingen section of the S1 line, every 15 minutes is offered on Saturdays from 8:30 a.m. to around 3:30 p.m., on the S6 / 60 route between Renningen and Schwabstraße even until 6 p.m.

24-hour operation on weekends and before public holidays

S-Bahn trains run around the clock on Saturday, Sunday and public holidays. With four departures per night and direction per line, there is an hourly service on all lines at night. The S-Bahn runs every hour according to their departure times. This guarantees an early connection to the airport.

The S60 line and the S4 section Marbach – Backnang are excluded from night operations due to the lack of connections to other lines, the S60 between Renningen and Böblingen is therefore used by the regional night bus lines N60, the S4 section Marbach – Kirchberg by the N40 and the Backnang– section Kirchberg served by the N30 line.

In the districts of Böblingen and Ludwigsburg in particular, there are connections from some end and intermediate stations through further night bus lines and call taxes from the districts and cities that connect settlements without S-Bahn connections. In Schorndorf there is a two-hour connection to the night traffic of the RB 13 from / to Aalen.

Shortened cycle times when lines are superimposed

Towards the middle of the network, the lines overlap in time: The train sequence on the main line Hauptbahnhof – Schwabstraße (city center) is 2.5 minutes during rush hour due to the overlapping of the six operating lines, i.e. 24 trains per hour and direction (as before the change in frequency in 1996) . On sections where three or four lines overlap (near the city center of Stuttgart), every 5 minutes is reached during rush hour (except Vaihingen-Rohr because S2 and S3 end before) and outside of rush hour every 10 minutes . This is used to ensure that operation is as even as possible (continuity). On sections with two lines, there is a 5/10 minute cycle during rush hour (with the exception of Rohr-Flughafen / Messe, as S2 and S3 end before) and a normal cycle of 10/20 minutes. On the S6 / S60 section Renningen – Zuffenhausen there is a 15-minute cycle during the extended rush hour, as the S60 condenses the S6 as a repeater cycle outside of the main rush hour.

Original beat

Based on the rigid 20-minute intervals of the earlier suburban traffic, each S-Bahn line was originally operated at 60/40/20/10 minutes. In the evening hours from around 8:00 p.m. and on the weekend in the early morning hours every 60 minutes, during the day every 40, during rush hour every 20 and on the Schwabstraße – Esslingen sections of the S1 and Schwabstraße – Leonberg the S6 even every ten minutes .

From 1985, the S-Bahn then ran every 30 minutes during the day, from then on there was a 60/30/20/10-minute cycle. This in turn was changed to a 60/30/15 minute cycle on June 2, 1996. This means that it was introduced on all six lines in the rush hour of 15 minutes, so that each line is served evenly with four trains per hour. This required the acquisition of additional trains and an increase in the efficiency of some external lines. In return, the Bad Cannstatt – Esslingen and Zuffenhausen – Weil sections of the city were only served every 15 minutes instead of every ten minutes during rush hour, which for the first time led to a deterioration in service.

When the interconnected S60 was put into operation on December 9, 2012 between Renningen and Schwabstraße, the intermittent trains on the S6 between Schwabstraße and Leonberg were replaced by trains on the S60 on Saturday and midweek at noon, with the overlapping at 15-minute intervals stayed.

Until the afternoon peak hours were extended from 12 noon to 3 p.m. on December 12, 2019, afternoon peak hours began at 3 p.m. in the direction of the outer stations and at 3:30 p.m. towards the airport and ended on all lines at 8:30 p.m. On the Schwabstraße – Plochingen or Schwabstraße – Esslingen section of the S1 line, the 15-minute cycle began at 11:30 a.m. The S60 from Renningen to Schwabstraße, which runs as a shuttle line outside of rush hour traffic, was also connected from 12:00 to 15:00 and thus managed a 15-minute cycle on the Renningen – Schwabstraße section during lunchtime and avoided waiting times when changing trains from and to the S60 in Renningen in / from the direction of Stuttgart / Leonberg. It took over the journeys of the above-mentioned 15-minute intervals of the S6 on the Leonberg – Schwabstrasse section over midday, which existed until 2012.

quality

The quality of the Stuttgart S-Bahn is recorded objectively and subjectively.

With regard to the determination of the punctuality values, the information from the infrastructure operator DB Netz AG is used, which registers the delay values ​​of the trains at the measuring points. Passenger associations criticize this common practice within the railways, as it means that trains that are partially or completely canceled are not included in the calculation. In the opinion of the associations, the failure until the next regular train or connection should be calculated as a delay, at least in the assessment. However, the canceled trains are taken into account when calculating the ponale payment.

Trains are considered delayed in the Stuttgart S-Bahn transport contract if they arrive at the respective station later than 2:59 or 5:59 minutes (arrival time). A measurement based on the 5:59 minute value is common. The infrastructure operator also only guarantees punctuality to the railway company on a 5:59 minute basis.

In addition to punctuality, other criteria defined in the transport contract, such as B. the cleanliness. The overcrowding of one goal can be partially offset in favor of the underachievement of another goal. The values ​​are determined by an independent institute. Several times a year, passengers are asked for their opinion by a neutral service provider. The assessment takes place in the school grading system.

Objective evaluation

Punctuality rate	Target value	2012	2013	2014	2015	2016	2017	2018
<3 min. Total traffic time	94.5%	87.0%	86.2%	85.8%	88.5%	88.3%	88.2%	86.8%
<6 min. Total traffic time	98.0%	96.5%	95.8%	95.6%	96.7%	96.6%	96.7%	96.1%
<3 min. Rush hour	91.5%	75.3%	74.2%	75.2%	80.8%	79.6%	79.3%	78.3%
<6 min. Rush hour	98.0%	93.7%	92.5%	92.8%	94.7%	94.2%	94.5%	93.8%
<3 min	96.0%				92.0%	92.2%
<6 min	98%				96.6%	96.7%
cleanliness	92.0%	93.0%	93.2%	94.9%	95.6%	95.9%	94.9%

Due to a lack of punctuality, the Stuttgart Region Association received penalties of almost 2.5 million euros in 2016 . Around 2 million euros will also be paid for 2016. Due to the difficulties during the construction period of Stuttgart 21, these restrictions were taken into account in the tendering of the transport contract. For this reason, the quality goals of the time were set before the work began. Bonus / malus payments are therefore capped and, in the opinion of critics, prevent the transport company from making costly efforts to improve quality.

In 2017, the line-related punctuality rate (5:59 minute threshold, rush hour) was between 93.9% (S1) and 98.0% (S60).

Subjective evaluation ("school grades of the passengers")

	Target value	2012	2013	2014	2015	2016	2017
punctuality	2.5	2.7	3.1	3.2	3.2	3.2	3.0
safety	2.5	2.1	2.0	2.0	1.9	2.0	2.2
Information as a rule	2.5	2.5	2.6	2.6	2.6	2.5	2.7
Information in the event of delays	2.5	2.8	2.9	3.1	3.1	3.1	3.1
cleanliness	2.5	2.4	2.6	2.5	2.4	2.4	2.5

With a satisfaction rating of 3.2 each, a new negative record was set for customer satisfaction in 2015 and 2016.

Development of services offered by the Stuttgart S-Bahn

• 1996: Introduction of the 15-minute cycle, initially between 6:00 and 8:00 a.m. More than 50 million euros were invested between 1994 and 2000 to enable a 15-minute interval in the morning.
• June 1997: Introduction of the evening 30-minute cycle on all lines until 10:00 p.m.
• January 2000: Commissioning of the first new S-Bahn vehicles of the 423 series on the S1
• May 2000: Introduction of the regional night bus "nocturnal" as a replacement S-Bahn service
• January 2001: improved space (full trains) on weekdays when the store closes
• June 2001: improved space (full trains) on Saturdays when the store closes and on Saturdays before Christmas
• June 2001: Introduction of the late evening 30-minute cycle (excluding the S3 and S4 lines) until the end of operations
• April 2002: Complete introduction of the late evening 30-minute cycle until the end of operations on all lines
• May 2003: Commissioning of 25 new vehicles of the 423 series on the S3
• December 2003: Extension of the 15-minute cycle (Monday to Friday) in the evening rush hour
• 2004: Extension of the 15-minute cycle to the time between 3:30 p.m. and 7:00 p.m.
• Summer 2004: Early connection to the airport during the summer holidays
• Summer 2005: Early connection to the airport during the summer holidays, offer was subsequently discontinued
• Summer 2007: Due to the opening of the new Filder trade fair on weekends, the S3 will be extended to the airport / trade fair until 7:00 p.m., so that it will run every 10/20 minutes together with the S2.
• November 2008: S3 drives to the airport / exhibition center every 15 minutes at major trade fairs
• December 2009: Extension of the departure times of the last S-Bahn on all lines every 30 minutes to around 1:00 am from the main train station on Saturday and Sunday nights and before public holidays; Improved space: use of full enforcement on Saturday evenings between 7:00 p.m. and 9:00 p.m. on all lines.
• December 2009: Start of operation of the S1 extension Plochingen-Kirchheim (Teck)
• June 14, 2010: Start of operation of the S60 on weekdays on the section between Böblingen and Maichingen
• June 12, 2011: Extension of the 15-minute cycle at the end of the morning and evening rush hour on lines S1, S2 and S3; improved space: use of long trains for individual trains; Operation of the S60 also on weekends.
• December 11, 2011: Extension of the 15-minute intervals on the S4 line to around 7:00 p.m. from Schwabstraße
• December 9, 2012: S60 starts operating on the Maichingen – Renningen (–Schwabstraße) section every 30 minutes; Connection of the S60 to Schwabstraße as a replacement for the S6 amplifiers Schwabstraße – Leonberg, thus also 15-minute intervals Leonberg – Renningen in the extended afternoon rush hour on weekdays from around 12:00 p.m. to around 4:00 p.m. and during peak hours on Saturdays;
• December 9, 2012: Start of operation of the S4 extension Marbach – Backnang every 30 minutes on weekdays and every hour on weekends and after 8:00 p.m.
• December 9, 2012: Introduction of 24-hour operation on weekends and before public holidays, every hour at night, with three departures in each direction on all lines, except S60 and S4 Marbach – Backnang. At the S3 Vaihingen-Flughafen / Messe only one exit;
• December 9, 2012: Extension of the 30-minute cycle on the S3 Vaihingen – Backnang line on weekends and before public holidays until around 1:15 am from the main train station in a northbound direction; Expansion of the 15-minute cycle until around 7:00 p.m. on the S5 line from Schwabstraße.
• October 3, 2013: On the occasion of the festival of German unity, the S60 is extended every half hour from Renningen to Schwabstraße for the whole day (between approx. 9:00 a.m. and 8:00 p.m.), which means that for the first time a full-day quarter-hourly service between Renningen and Schwabstraße and full trains on the entire route was available.
• December 15, 2013: S3 is extended from Vaihingen to the airport / exhibition center until 9:30 p.m. on weekdays.
• December 14, 2014: Extension of the first two S60 departures from Renningen to Zuffenhausen from around 4:30 a.m. for the early shift connection to the Mercedes-Benz Sindelfingen plant; S3 will be extended from Vaihingen to the airport / exhibition center until closing time.
• December 14, 2014: Extension of the 15-minute cycle in the afternoon rush hour from 3:30 pm to 4:00 pm on all lines; on the S1 from 3:00 p.m. Extension of the late peak hours until 7:30 p.m.
• December 13, 2015: Extension of three full trains to long trains during rush hour on the S1, trains extended to full trains on the S60 at peak times, extended S-Bahn service (last departures between 0:30 and 1:00 a.m.) now also on working days and from all terminal stations on all days, additional S-Bahn trains for major events
• December 11, 2016: Improved space: Extension of some night trains on weekends and before public holidays to full trains
• December 11, 2016: Expansion of night traffic on weekends and before public holidays to a continuous hourly service without gaps in the journey and with the same departure minutes as during the day
• December 2016: Introduction of express buses ("Relex") as cross connections between the S-Bahn lines at important stations
• June 11, 2017: Improved space: All trains on lines S1 / S2 / S3 generally run around the clock on weekends; on lines S4 / S5 / S6 all with high demand
• June 11, 2017: During the week, trains on the S1 are extended until midnight; on the S3 until around 10:00 p.m.; Extended use of long trains on the S2 until 7:00 p.m.
• June 11, 2017: Saturdays from around 7:00 a.m. to 8:00 a.m. on all lines
• December 10, 2017: Extension of the 15-minute cycle in the afternoon rush hour from 3:00 p.m. to 3:30 p.m. and from 7:30 p.m. to 8:30 p.m.
• December 10, 2017: Introduction of the half-hourly service on the S4 between Marbach and Backnang, also on weekends until 8:30 p.m.
• December 10, 2018: Extension of the 15-minute intervals in the morning rush hour until 10:00 a.m.
• December 10th, 2018: Early connection to the airport from 4:00 a.m. from all terminal stations with arrival at 5:00 a.m. at the airport
• April 1, 2019: Major VVS tariff reform with the reduction of zones from 52 individual zones to five ring zones without a fare increase per zone with the reduction from two zones to one in the city of Stuttgart and the elimination of the subdivisions within a zone ring in the districts
• June 9, 2019: Extension of the S60 service from Renningen to Schwabstraße on Saturdays from 3:30 p.m. to 6:00 p.m.
• December 16, 2019: Extension of the 15-minute cycle before the afternoon rush hour from 12:00 to 15:00
• As a result of the COVID-19 pandemic in Germany , the S-Bahn transport service will be reduced to half-hourly intervals from March 24th, which will largely be operated by long trains. Night traffic and early morning traffic to the airport ceased on March 20.
• December 14, 2020: amalgamation of the morning and afternoon rush hour between 10:00 and 12:00 to form a full-day, 15-minute cycle from 6:00 to 20:30; Use of enforcement actions on weekdays until 11:30 p.m. and on Sundays from 9 a.m.
• 2021/22 Extension of all trains in rush hour to long trains

Study on the future development of services on the Stuttgart S-Bahn

In a study commissioned by the Transport Committee of the Stuttgart Region Association in 2009 to the Transport Science Institute Stuttgart GmbH (VWI), the Stuttgart metropolitan region was compared with the Rhine-Main, Berlin, Rhine-Ruhr, Hamburg and Munich metropolitan regions and options for optimization in S-Bahn operations were found below Attention to the changed habits shown. Deficits in the Stuttgart S-Bahn were identified and the following operational measures were recommended:

• Introduction of night-time S-Bahn service on weekends and before public holidays (hourly intervals should be aimed for, while constantly monitoring the development of demand; this measure can be merged with an offer for early connection to the airport in order to generate sufficient demand overall). This measure has already been implemented.
• Introduction of night-time S-Bahn service on weekdays. A two-hour cycle should be aimed for, while constantly monitoring the development of demand. This measure can be merged with an offer for early connection to the airport in order to generate sufficient demand overall.
• Harmonization of the very different main traffic periods on the six S-Bahn lines in the Stuttgart region.
• Extension of the morning rush hour (extension of the 15-minute cycle by around an hour)
• Earlier start of afternoon rush hour (15-minute intervals, for example from 12:00 p.m.)
• Extension of the afternoon rush hour (extension of the 15-minute cycle to around 8:30 p.m.)
• Introduction of a 15-minute cycle on Saturday on all lines (according to the expert opinion, between around 9:00 a.m. and around 3:00 p.m.; a precise observation of the demand on Saturdays and a balance with what is also conceivable to increase capacity appear as a prerequisite Operation by long trains is essential)

In 2014 the study was updated and further measures recommended:

• Merger of the two rush hours into one continuous
• Extension of the departure times from 1:00 a.m. at all terminal stations
• Establishment of an express bus system
• Use of the Gäubahntrasse through the connection from the Strohgäubahn from Korntal to the Schönbuchbahn to Böblingen via Stuttgart-Nord (see section "Nordkreuz" )

Introduction of 24-hour operation

In the first half of 2013, around 15,000 passengers took the night-time S-Bahn every weekend. Their use costs around 1.6 million euros per year. In 2014, around 900,000 passengers used the night trains. At the 2016 timetable change, the gaps in night traffic were fully closed; this measure costs a further 0.725 million euros.

Night buses of the Stuttgarter Straßenbahnen AG already run from Thursday to Friday within the city of Stuttgart. According to the Stuttgart region, based on this, the next step in the expansion of the range of services will be to equip the region with a S-Bahn service, this time every two hours. This measure should cost half a million euros. A night S-Bahn already on Thursdays, as requested by the Greens, did not yet receive a majority in the regional assembly on September 25, 2013. Since, according to surveys, only 25 percent of passengers are expected at the weekend compared to night traffic, this recommendation was also postponed in 2014.

Expansion of rush hour (15-minute intervals)

At the suggestion of the Transport Committee of the Stuttgart Region Association, the regional assembly decided on September 25, 2013 to start the 15-minute cycle on all lines at 3:30 p.m. at the latest instead of 4:00 p.m. and on the line for the timetable change in December 2014 S1 to use more long trains. The costs for this amount to around 3.6 million euros, of which the state bears around 750,000 euros.

On September 28, 2016, the regional assembly decided to introduce a full-day quarter-hour cycle from Monday to Friday in the following stages:

1. Level 1: Every quarter of an hour in the peak hours from 3:00 p.m. to 8:30 p.m. from December 2017 with costs of 3,450,000 euros per year (assumption based on 2017 prices). The proportionate costs for the 2017 budget are 207,000 euros. 30 additional trips are offered daily.
2. Stage 2: Every quarter of an hour in early peak hours until around 10:00 a.m. from December 2018 with costs of 4,950,000 euros per year (assumption based on 2018 prices).
3. Level 3: Every quarter of an hour from 12:00 p.m. until the start of rush hour from December 2019 with costs of 7,100,000 euros per year (assumption based on 2019 prices).
4. Level 4: Every quarter of an hour between 10:00 a.m. and 12:00 p.m. (closing the gap) from December 2020 with costs of 5,600,000 euros per year (assumption at the 2020 price level).

There was criticism from district administrators about the decision and the high costs.

Five sections of the route are excluded from the compression to the continuous quarter-hourly cycle: between Plochingen and Kirchheim (Teck) (S1), between Böblingen and Herrenberg (S1), between the airport and Filderstadt (S2), between Marbach (Neckar) and Backnang (S4) and between Renningen and Böblingen (S60). On January 29, 2018, the VRS Transport Committee decided to conduct an investigation into the cost of extending the quarter-hour cycle to these sections. In addition to the basic traffic effect, infrastructure adjustments and additional vehicle requirements are to be worked out. The first results are expected in early 2019.

history

prehistory

ET 65 series, the forerunner of the 420 series in the Stuttgart region

In the course of the electrification of long-distance trains from Munich to Stuttgart, the Deutsche Reichsbahn took the opportunity to electrify and synchronize the suburban traffic in Stuttgart on May 15, 1933 . In the course of this, the main line Esslingen – Stuttgart – Ludwigsburg was expanded to four tracks by 1931, with two tracks mainly used for suburban traffic. The ET 65 series railcars developed for this purpose were mainly used , and they ran on the main route every 20 minutes.

This electric suburban traffic was successively expanded, the overhead line reached Tübingen in 1934, Weil der Stadt in 1939, Waiblingen in 1949, Bietigheim-Bissingen in 1950, Schorndorf in 1962, Böblingen in 1963, Backnang in 1965 and Horb in 1974. The Renningen – Böblingen crossbar was also electrified as early as 1972, although this measure originally primarily served freight traffic. A large part of today's S-Bahn network was electrified long before operations began on October 1, 1978. The old suburban railcars ran for the last time on September 30, 1978, on the routes initially not served by the S-Bahn, trains hauled by electric locomotives temporarily took over operation.

The first proposal to build an underground route for suburban traffic in downtown Stuttgart was made in 1930. These considerations were made more concrete after the Second World War . Since Stuttgart's main train station was relocated from the center to its current location in the 1920s, the first plan was to build an inner-city tunnel to better develop the city center. A connection railway , called the V-Bahn, to the Gäubahn was soon included in the plans. From the end of the 1960s, the term S-Bahn established itself for this planned transport system. After the tram in Stuttgart had been expanded to become the partially underground means of transport, the urban railway was now primarily intended to satisfy regional transport needs. This required numerous costly outdoor construction work. For example, the Bad Cannstatt – Waiblingen and Ludwigsburg – Bietigheim-Bissingen lines were expanded to include four tracks.

In 1950, the main administration of the Deutsche Bundesbahn (HVB) commissioned the Stuttgart Federal Railway Directorate to carry out general planning for an S-Bahn. In 1955 she presented the results of the first investigations to the head office. On December 8, 1964, as a result of traffic, structural and operational investigations, a detailed proposal for the construction of a connecting railway was submitted to HVB. As a result, on July 6, 1965, the Stuttgart Federal Railway Directorate received the order to plan this connecting railway.

Construction of the Stuttgart S-Bahn

The construction of the S-Bahn was made possible by the Municipal Transport Financing Act, which secured financial support. A framework agreement was concluded between the Federal Railroad, the state and the city of Stuttgart for the construction; for the individual construction phases, individual execution contracts extended the contract.

On December 3, 1968, the state of Baden-Wuerttemberg and the Deutsche Bundesbahn concluded the framework agreement on the improvement of the service of local passenger transport in the central Neckar region by the DB . This included a connecting line between the main train station and Vaihingen and a new section from Echterdingen to the airport. 50 percent of the estimated construction costs of 597 million DM were to be borne by the federal government, another 30 percent by the state of Baden-Württemberg. The rest should be financed by the city of Stuttgart and the participating municipalities.

In 1971 the first execution contract was signed for the tunnel between the main train station and Schwabstraße. On July 5, 1971, Federal Transport Minister Georg Leber opened construction work on the grounds of Stuttgart Central Station. At that time, it was planned to open up 64 communities by 1980 with an S-Bahn network of 164 kilometers. The core piece with the 2.7 kilometer long tunnel between the main train station and Schwabstrasse was to go into operation by 1977. It later became apparent that the necessary extensions between Stuttgart and Waiblingen or Bietigheim could not be completed on time.

After the S-Bahn Rhein-Ruhr , the S-Bahn Munich and the S-Bahn Rhein-Main , the Stuttgart S-Bahn was the fourth S-Bahn system created in West Germany in 1978 after the Second World War.

On the morning of September 28, special trains drove from the endpoints of the three lines at that time - Ludwigsburg, Plochingen and Weil der Stadt - to the Stadtmitte station, where a ceremony for the opening of the S-Bahn and the start of the network took place. About 500,000 people took part in the following three-day celebrations before the first regular S-Bahn left on the night of October 1st - at the time of the timetable change. The basic network comprised three lines and a network of routes 65 kilometers in length. The 420 series trains were based in the new Plochingen depot .

In 1975 the second implementation contract was signed. He regulated adjustments to six lines connecting to the main station for the S-Bahn traffic. Among other things, the section between Ludwigsburg and Bietigheim was expanded from three to four and the section between Bad Cannstatt and Waiblingen from two to four tracks. In 1978 a third implementation contract was finally concluded for the construction of the S-Bahn lines to Böblingen and the airport. The extension of the tunnel section of the first execution contract beyond Schwabstrasse was also part of the contract.

In 1981 the S-Bahn system grew by a further 52 kilometers: for the summer timetable change, the extension from Ludwigsburg to Bietigheim-Bissingen (nine kilometers) and for the winter timetable change a total of 43 kilometers to Schorndorf and Backnang went into operation. The system thus covered 132 kilometers and 53 stations.

The tunnel through the Hasenberg was then built south of Schwabstrasse. In the first draft this should flow into the Gäubahn in a cheaper variant at Dachswald. After a discussion of variants, however, the decision was made to directly connect the large area of ​​the University of Stuttgart in the Vaihinger Pfaffenwald that had been outsourced from the city . The line joins the Gäubahn at today's Österfeld station , which was expanded to four tracks as far as Stuttgart-Rohr . The S-Bahn tracks are here between the long-distance tracks. This section via Vaihingen to Böblingen was opened in September 1985, at the same time passenger traffic was abandoned in the Westbahnhof .

S-Bahn train in the original orange-gray pop livery

S-Bahn failure in 1993 due to incorrect grease

In the spring of 1993, almost all of the Stuttgart S-Bahn's own trains were out of action for several days - a unique incident in the history of the German S-Bahn network. In March 1993, the tracks in the Wendeschleife Schwabstraße were ground with the help of a rail grinding car, and there was a cable fire, possibly caused by flying sparks. As a result, the S-Bahn traffic in the turning loop was severely impaired. Extreme wear of the wheelsets was found on the first multiple units that drove through the turning loop, and a little later on the remaining trains as well. There was a risk that the trains could derail. At first, a wrongly ground track was suspected to be the cause, but this was not the case. The effect also occurred on trains that did not end at Schwabstrasse station.

The then Federal Railroad Directorate in Stuttgart had all S-Bahn trains shut down on the day after the opening of the S2 airport line - on April 19, 1993. The traffic was maintained with S-Bahn trains from Munich and Frankfurt, on the lines S4 and S5 locomotive-hauled trains ran from Stuttgart main station (above). Nevertheless, there were massive disruptions in local traffic. After a few weeks, the cause was finally found: a lubricating grease for the wheel flange lubrication that met DB's requirements, but was no longer used after this incident.

Operational disruptions from 2010

Blocking of the S-Bahn ramp in the course of Stuttgart 21

Display board in Stuttgart main station on May 22, 2010 with information on the ramp closure

S-Bahn S2 arrives at the main station (above) due to the ramp closure

From May 1 to July 19, 2010 and the beginning of August 2010, construction work was carried out in the area of ​​the S-Bahn tunnel ramp at the main station. This was completely blocked for several weekends. A short tunnel to the planned Mittnachtstraße S-Bahn station is also being built.

In order to realize the main station to the tip hour, a headway time of 2.5 minutes at the train station, the main station could Nachrückende S-trains by means of a caution signal pass (7 Zs) displayed on hold entry signal and approaching the platform area. Due to changes to the signal systems as a result of a planning error in the course of Stuttgart 21, the special permit, which had existed since 1978, expired. This limited the performance of the Stuttgart S-Bahn tunnel from June 23, 2010 to January 10, 2011. Line S5 ran without the intermediate clock trains; the intermittent trains of the S1 line were diverted during rush hour in the direction of Herrenberg between the main station and Vaihingen via the Gäubahn.

After signaling changes, regular operation could be resumed. To increase the performance, among other things, additional speed test sections were installed. The Federal Railway Authority had to decide on this deviation from the recognized rules of technology .

Disruptions caused by long-distance train derailments in 2012

The S-Bahn was also affected by the derailment of two long-distance trains in the main station. Long-distance trains had to be diverted via S-Bahn tracks. The railways on lines S1 and S2 were particularly affected. S-Bahn passengers had to accept a delay of up to 50 minutes.

Crisis from 2013

From the summer of 2013, the punctuality and operational readiness of the S-Bahn deteriorated. From January to August 2013, 110,000 train kilometers were canceled, of which 52,900 km were planned due to construction work. In the same period last year there were 78,000 train kilometers, 35,700 of which are planned. In June 2013, 32% of trains in rush hour traffic were delayed by more than 3 minutes. In September 2013 it was still 24% of the trains.

Complaints from passengers increased. At the request of the Greens and the SPD , a special meeting of the transport committee of the regional assembly took place on October 9, 2013 . Representatives from DB Regio , DB Netz and DB Station & Service as well as representatives from the multiple unit manufacturer Bombardier and VVS were invited . One cause of the malfunctions was that the new class 430 S-Bahn multiple units often had problems with the running board and door locking system. They stopped and blocked the route. Other causes named in the resolution proposal for the meeting were “more frequent disruptions in the infrastructure, (...) large-scale construction work to maintain the infrastructure and impairments by third parties” - the latter mainly through suicide . In the Stuttgart S-Bahn network, all lines pass through the inner city tunnel. The number of trains has risen sharply since the S-Bahn was founded. During rush hour, the trains follow each other in the inner city tunnel every two and a half minutes. Getting on and off takes too long in rush hour traffic, so delays build up. The delay of a train is propagated to all subsequent lines.

More of these so-called “S-Bahn summits” followed on June 25, 2014, April 15, 2015, April 14, 2016 and April 18, 2018.

Overall, in 2013 punctuality was worse than ever before. During rush hour, only 74.2% of the trains were on time, i.e. less than 3 minutes late. At 3.1 points, customer satisfaction was well below the target value of 2.5 points. With a share of trains running less than three minutes late of 85.8 percent (95.6% based on six minutes), the Stuttgart S-Bahn was as late in 2014 as it had been since the start of the recordings, in 2004. In 2015, it stabilized Punctuality at a low level. In order to improve punctuality on the main route, S-Bahn trains in Herrenberg, Esslingen-Mettingen and Obertürkheim in the direction of Stuttgart should depart earlier, while out of town lines S4 to S6 should leave one minute earlier on Schwabstraße.

In 2005, 96.3 million passengers were counted, in 2010 102.4 million in 2014 it was 120,723,642. This corresponds to an increase of three percent over the previous year. Over 55.7 million people passed the Stuttgart city limits. A new passenger record was set in 2017 with almost 128 million passengers.

In 2015 and 2016, the S-Bahn system will be subjected to several simulations in order to achieve approaches for improving the delay situation. The main S-Bahn line, the apron of Stuttgart Central Station, mixed traffic and short turning times at various endpoints were identified as bottlenecks. With additional vehicles, overturning turns (and thus greater turning time reserves) should be realized in the future.

On February 22nd, 2017, the VRS Transport Committee decided to issue a warning to DB due to almost 300,000 train kilometers canceled in 2016 and poor punctuality.

Larger implemented projects

S60: Ring closure Renningen - Böblingen

An ET 420 Plus on the S60 line between Sindelfingen and Maichingen

The reactivation of the Rankbachbahn from Renningen via Sindelfingen to Böblingen for passenger traffic as the first tangential line S60 in the Stuttgart S-Bahn network, originally planned for 2006, was postponed from 80 to 150 million euros due to cost increases. The reasons are lengthy planning procedures for the lifting of level crossings and the construction of another railway underpass for the new federal highway 464 around Magstadt. On June 14, 2010, the S60 began operating on the section between Böblingen and Maichingen. Initially, the S-Bahn ran Monday to Friday (except on public holidays) from 5:04 a.m. to 10:48 p.m., since June 12, 2011 every day. The complete commissioning of the S60 finally took place after several delays in December 2012.

The operating concept has three different types of operation: Firstly, every second train on the S6 line in Renningen is winged during rush hour, the front section runs as the S6 to Weil der Stadt, the rear section as the S60 to Böblingen. Second, during the day, the amplifier trains (small S6), which previously only ran to Leonberg, are tied through to Renningen. The front part of the train is parked there, the rear part continues as the S60 to Böblingen. Thirdly, there is a shuttle service between Böblingen and Renningen in times of low demand, there then without a direct connection.

The cost of the measure is now stated at 151 million euros (as of December 2012) and will probably be even higher after the final accounts.

S4: Marbach – Backnang ring closure

The cost of the ring closure between the S4 near Marbach and the S3 near Backnang via the so-called Kleine Murrbahn was estimated at 13 million euros (as of December 2012) and can only be quantified after the settlement of supplements . The project with the working title S40 had been in the decision-making phase since April 2004. After the city of Marbach am Neckar refused to finance the annual operating cost deficit, the project stalled. In October 2005, as a sponsor under the GVFG , the state rejected funding despite the cost-benefit ratio of 1.01. On November 7th, 2005 the state, VRS and municipalities agreed on the financing.

With the unveiling of the construction sign on December 1, 2005 and the clearing of the construction site, the double-track expansion of the four-kilometer-long Freiberg – Benningen section (cost approx.30.8 million euros), which was completed by spring 2010, began. This expansion of the route to Benningen was an operational requirement for the extension of the S4 from Marbach to Backnang.

The extension of the S4 line from Marbach to Backnang was opened on December 8, 2012 after the electrification of this section had already taken place in 1996. On this section it runs every hour with half-hourly compressor trains.

The Marbach – Backnang section was still served as the R31 regional train line until the end of June 2012 . There were fewer trains running than today on the S-Bahn. Because of the expansion of the route, buses ran from June to December 2012 as rail replacement services .

The actual extension of the S4 to Backnang cost eleven million euros.

Due to a bridge damage at Backnang, caused by an excavator that was too high on a low-loader passing through, the route between Burgstall and Backnang was closed to all trains from autumn 2016 to spring 2017.

Introduction of 24-hour operation on weekends and before public holidays

On December 9, 2012, the regional night bus routes (N10 – N70), which ran on Saturday, Sunday and public holidays, were replaced by an hourly S-Bahn service at night. The number of annual passengers on the night buses introduced in 2000 had risen from 14,200 passengers in 2000 to 220,000 in 2011. The nightly S-Bahn operation costs 1.6 million euros per year.

There was criticism of the gap between the previous last and future first night departures, sometimes up to 90 minutes. The Stuttgart region contradicted the concerns with reference to the different target groups of the S-Bahn departures and, in response, has further improved the offer with a fourth departure for the S3 line.In 2016, the continuous nightly hourly service was finally introduced.

ETCS, extension of the transport contract, fleet and service expansion

After the capacity of the main S-Bahn line was considered exhausted, various options for further expanding the Stuttgart S-Bahn network after the completion of Stuttgart 21 were considered in the 1990s. The construction of a new main line, additional main line tracks as well as the shortening of the main line train sequence to about 1.5 minutes by influencing liner trains were discarded for cost reasons. A route that has also been considered for S-Bahn trains via the planned central station in Stuttgart 21 would have required an expansion of at least two additional tracks. These considerations were not implemented.

In 2015, consideration was given to equipping the main line with ETCS Level 2 . An operational simulation presented by the University of Stuttgart at the beginning of 2015 saw the possibility of increasing the basic load on the main route from 24 to up to 32 trains per hour or, while maintaining 24 trains per hour and direction, the average delay-related delays per train by up to 73 Reduce percent. A study by Deutsche Bahn on the advantages of ETCS, initially announced for the end of 2015, was presented on October 19, 2016. According to this, ETCS can increase the efficiency of the main route by seven percent, reduce the minimum headway time by up to 12 seconds and reduce the average delay level from 46 to 18 seconds. In addition, ETCS would offer great potential. The transport committee decided unanimously to instruct the VRS office to hold talks with DB and to work towards the introduction of ETCS Level 2.

The VRS, the state of Baden-Württemberg and DB Netz announced at the beginning of 2017 that they would commission a feasibility study for one million euros in which the suitability of the system technology, which was previously focused on long-distance transport, as well as the specifications of DB Netz agreed with suppliers on the suitability for S- Rail traffic should be examined. Technical requirements should also be presented and a possible cost and time requirement for implementation should be shown. The VRS Transport Committee approved the participation at the end of March 2017, but expressly excluded participation in the costs of a later ETCS implementation. The investigation was put out to tender across Europe on June 16, 2017. It should start on September 21, 2017 and be completed on February 5, 2018. The contract was signed on October 4, 2017 with a merger of five companies or working groups. Four offers had been received. On April 28, 2018, an unspecified, five-day extension of the observation period became known. The state of Baden-Württemberg also commissioned a supplementary investigation for regional vehicles that run on the access routes of the ETCS S-Bahn investigation area. In the meantime, a draft plan for ETCS has also been drawn up. As a result, ETCS proved to be technically feasible and operationally sensible. It should be possible to reduce the minimum headway time on the main route by 17% (in a northerly direction) or 23% (in a southerly direction). While conventional control and safety technology can be set up by an average of 10 s, with ETCS, depending on the scenario, an average of up to 16 s delay should be reduced. A number of potentials would remain. The study recommends an expansion in three stages: first ETCS, then ATO with static timetable data and finally ATO with traffic control system. According to information from the end of 2019, capacity (nominal output) is to be increased by 10 percent and punctuality in passenger transport by 0.5 to 0.8 percentage points. As part of the ETCS and ATO equipment, it is now planned to reduce the “minimum headway time to the technically possible minimum”. To do this, u. a. Blocks up to 30 m short, shortened system runtimes and optimized ETCS braking curves are provided.

The University of Stuttgart , Thales and DB Netz AG submitted an application for funding to the Federal Ministry of Transport on January 27, 2017 to test the suitability of ETCS Level 2 between Renningen and Weil der Stadt. At least 50 percent of the 2.6 million euro project costs must be raised by the applicants. For this purpose, a S-Bahn train and a diesel multiple unit from Thales (NE 81) are to be converted. The federal government rejected the application without giving any reasons.

The Stuttgart Region Association expects to be able to use ETCS to reduce the 15-minute cycle to a 10-minute cycle. ETCS is also a prerequisite for running additional trains through the Hasenberg tunnel to Vaihingen in the long term.

Before Stuttgart 21 goes into operation, the establishment of an ETCS test route that is independent of regular traffic is being considered on the Bad Cannstatt – Mittnachtstraße – Hauptbahnhof section. Further expansion to Schwabstrasse, between Nordbahnhof and Zuffenhausen, between Vaihingen and Böblingen and between Rohrer curve and the airport / exhibition center is being considered. Building on the feasibility study, the ETCS equipment area is to include the main line to Vaihingen as well as continuations in the direction of Böblingen and Filderstadt-Bernhausen. If necessary, the S-Bahn section of Bad Cannstatt station can also be equipped.

The cost of ETCS equipment was put at 50 million euros in 2016. According to its coalition agreement from May 2016, the green-black state government wants to push for the introduction of ETCS on the S-Bahn. Building on this, equipping further feeder lines with ETCS Level 2 is being considered. ETCS on the S-Bahn is also part of a four-stage package of the public transport pact that was adopted in October 2016 . The introduction of ETCS on the main route is, as a measure of the highest urgency, also part of the regional transport plan decided on July 18, 2018.

As one of three pilot projects, Stuttgart is to become a demonstration hub for the "digital rail" ( digital interlockings and ETCS). A feasibility study presented in September 2018 on the widespread introduction of ETCS recommends equipping part of the S-Bahn network with ETCS by 2025. Building on Stuttgart 21, this is to take place within the framework of the Stuttgart digital node . In addition, the entire S-Bahn network is to be equipped with ETCS, ATO and a traffic control system as well as the GSM-R successor system FRMCS by 2030 . The Stuttgart S-Bahn is part of the "DSD Starter Package", a series of pilot projects that are to be put into operation between 2025 and 2028.

On January 30, 2019, the regional assembly decided - without a dissenting vote - a comprehensive package of measures for the introduction of ETCS, the extension of the transport contract until mid-2032 and the procurement of 56 additional S-Bahn trains. The decision was preceded by a unanimous decision by the VRS Transport Committee on January 23, 2019. The introduction of ETCS, digital interlockings and the partial automation of operations are planned by 2025. The new technology also establishes the extension of the transport contract by four years until June 2032. 58 new multiple units are to be used for continuous long train formation during rush hour and further service improvements, which will cover up to a million train kilometers per year:

• Extension of four trains per hour in each direction from Schwabstraße to Vaihingen, of which two more trains continue to Böblingen.
• additional offer between Stuttgart-Feuerbach and Weil der Stadt
• Compaction every quarter of an hour on the S1 between Plochingen and Kirchheim / Teck (or alternately to Nürtingen ), on the S3 from the airport to Neuhausen and on the S60 between Renningen and Backnang.

Including vehicle procurement, the investments in the rail nodes amount to up to one billion euros. Around 600 million euros of this will go to digital interlockings and the ETCS retrofitting of vehicles. Equipping the main S-Bahn line and retrofitting the vehicles with ETCS is expected to cost 300 million euros. On October 22, 2018, the VRS Transport Committee spoke out in favor of financial participation in the project. Discussions are ongoing between the federal and state governments about possible financing. On November 8, 2018, the Bundestag's budget committee paved the way for the state to pre-finance ETCS. On January 22, 2019, the state cabinet confirmed the state's willingness to participate in Baden-Württemberg in an ETCS pilot project in the Stuttgart region. The state intends to participate in the ETCS / DSTW pilot project as well as in the VRS offer and quality initiative with a total of around 330 million euros by 2031. The 567 million euros made available by the federal government in March 2019 for the ETCS pilot projects until 2023 are significantly less than expected by the state and region. A financing agreement between the federal, state, regional and German railways is to be concluded by the end of April 2019. The state assumes that the federal government will finance the full infrastructure costs as well as half of the costs of the ETCS vehicle equipment. The rest of the vehicle retrofitting costs are to be financed by DB Regio and Verband Region Stuttgart. The DB is to contribute 250 million euros, for the improvement of older vehicles, for maintenance and parking facilities for the additional vehicles. The state is also promoting the expansion of services by increasing the S-Bahn share of regionalization funds from 9.0 to 9.9 percent from 2021.

For the first two of three building blocks, a financing agreement announced in August 2020 plans to invest 462 million euros in infrastructure, of which 216 million euros are to be borne by the federal government. The contract to equip the multiple units with ETCS and ATO was put out to tender in July 2020. The trains should u. a. Level 3 capable, equipped with train integrity monitoring and prepared for FRMCS . The project is scheduled to start in January 2021 and run until December 2027. The equipping of a first multiple unit (first in class) is to begin in October 2021, and test and preliminary operations will begin in April 2024. All vehicles are to be equipped with ETCS Level 2 (according to Baseline 3 Release 2 ) and ATO (with static timetable data) by January 2025 . In the years 2026 and 2027, the continuous commissioning and approval according to TSI ZZS 2022 , including further "innovations", should take place.

Operator contract for the operation of the S-Bahn

On November 9, 2005, the Transport Committee of the Stuttgart Region Association decided to put S-Bahn operations out to tender for the period from July 2013 onwards. The award volume was estimated at around 9.2 million train kilometers per year. The tender was for 9.8 million train kilometers per year, divided into two lots of around 3.7 and 6.1 million train kilometers, as well as an option for up to 12.5 million train kilometers per year.

The application deadline was the end of 2007. The final decision on the future operator of the S-Bahn network should be made by mid-2008. The following companies confirmed their application: DB Regio AG Baden-Württemberg (S-Bahn Stuttgart), Veolia Verkehr GmbH, Keolis Deutschland GmbH and Arriva Deutschland GmbH. Arriva dropped out as an applicant in November 2007. In February 2008, the two competitors Veolia and Keolis withdrew. Thus DB Regio was the only applicant left for the Stuttgart S-Bahn.

On April 3, 2009, the Stuttgart Region Association and DB Regio signed a new transport contract running from July 1, 2013 to June 30, 2028, which also included the procurement of 83 new class 430 multiple units. The award value was 3.54 billion euros net. When it came into force, the subsidy requirement per train-kilometer fell from 6.37 to 6.14 euros. The contract runs until mid-2028.

Of around 323 million euros in the 2015 budget of the Stuttgart Region Association, 80.5 million euros are attributable to the operation of the S-Bahn, the Schusterbahn and the small Teckbahn, which is regulated under the transport contract. Eight percent of the costs of the S-Bahn operations are financed by the region without federal or state funds. The contract can be terminated in the event of poor punctuality or frequent train cancellations.

In the course of offering improvements, the expansion of the S-Bahn vehicle fleet and the introduction of ETCS, the S-Bahn transport contract is to be extended by four years until June 2032 in 2019. The proposed amendment to the contract was announced on February 13, 2019. The extension and the associated increase in the order value to 5.3 billion euros is justified by an unforeseeable increase in demand and the introduction of the new ETCS and ATO technologies as the only possible way to further expand the range. Ineffectiveness can be asserted within 30 days of publication . The award of the next transport contract, which will run from 2032, is planned for 2028.

At the end of March 2015, the Stuttgart Region Association announced that it had concluded a ten-year framework agreement with DB Netz for timetable paths.

Vehicles throughout history: from series 420 to 423 to 430

When it opened in 1978, there were 48 class 420 railcars . In 1985 the number of railcars had grown to 85, and in 2003 there were 116 railcars. The 423 series has also been in use since 1999 .

The 420 series was retired

The 423 series has been in use since 1999

The 430 series was introduced in 2013

In 2013 and 2014, the largest vehicle renewal in the history of the Stuttgart S-Bahn took place. The 86 remaining trains of the 7th and 8th series of the 420 series railcars built from 1989 were replaced by trains of the 430 series specially designed for the Stuttgart S-Bahn . In total, DB Regio Baden-Württemberg ordered 83 new S-Bahn trains with an order volume of around 400 million euros for the Stuttgart S-Bahn. After several delays, the Federal Railway Authority granted approval for the new railcars in April 2013. From April 25, 2013, the new railcars were used in the S-Bahn network. By the start of the new operator contract with Deutsche Bahn on July 1, 2013, all trains ordered should originally have been delivered.

After repeated technical problems with doors and bridging gaps, the start-up was canceled on July 2, 2013 and the trains previously delivered were returned to the manufacturer. It was restarted in small steps after the timetable change in December 2013, but the new type of vehicle caused criticism, which was reflected in the regional media, despite the disabled sliding step.

The vehicles of the 430 series have twelve seconds longer door opening and closing times than the 420 series (including the extension and retraction of the door gap bridging). This causes considerable problems on the closely-timed main line because the trains take too long to clear.

However, due to the use of regenerative brakes , the annual electricity savings of the new 430 series trains should amount to 61 million kilowatt hours.

In addition, the Verband Region Stuttgart later ordered four more new railcars in order to be able to use more long trains on the S1 during rush hour. They were financed from the around 23 million euros in fines that the railway, as the operator, had to pay the regional association due to the one-year delay. Deutsche Bahn wanted to reclaim these claims from the manufacturer Bombardier. Further compensation was planned if the multiple units were to be delivered beyond July 2014. A total of 87 trains of the 430 series were in stock.

From May 12, 2014, almost only 423 series trains ran on the S4, S5, S6 and S60 lines, while the remaining 420 series vehicles were temporarily transferred to the S2 and S3 lines, where they were successively replaced by newly delivered 430s. The new class 430 has been running on the S1 line since April 4, 2014 and on the S3 since August 18, 2014. At the timetable change on December 14, 2014, the S2 was also converted to the new vehicles, but there were still three cross-line routes Irregular vehicles of the 420 series on the road, as the need for vehicles had increased slightly due to the lengthening of individual trains and made it necessary to use them again.

At the end of 2014, ten additional trains from the 430 series were ordered for 81.5 million euros, which were delivered between August 2016 and January 2017. They enable a rapid turnaround to increase the timetable stability at the terminus of the S2 and S3 in Vaihingen, Filderstadt and Schorndorf, serve to extend some full trains to long trains and cover the additional requirements for the extension to Neuhausen.

Most of the 420 series trains decommissioned in Stuttgart were handed over to the Munich, Rhein-Main and Rhein-Ruhr S-Bahn networks, but some were also scrapped directly. The last two multiple units were adopted on November 4, 2016.

Introduction of an express bus system to connect important S-Bahn stations

An express bus network was introduced to complement the S-Bahn as cross-connections between important S-Bahn stations . With the timetable change on December 11, 2016, the first three lines went into operation: These are the following routes:

• X10 Airport FOB - Kirchheim unter Teck train station
• X20 Esslingen am Neckar train station - Waiblingen train station
• X60 Airport FOB - Leonberg train station

The first private line was introduced in 2018:

• X74 Weil der Stadt Bahnhof - Ihinger Hof - University (loop)

In 2018, the Stuttgart trams also introduced two express bus routes:

• X1 Hauptbahnhof - Bad Cannstatt Wilhelmsplatz
• X2 Rotebühlplatz town center - Leonberg train station

Lines

Existing lines

line	Walkway	Line length	routes traveled (sections)
S 1	Kirchheim unter Teck - Wendlingen - Plochingen - Esslingen - Bad Cannstatt - Central Station - Schwabstraße - Vaihingen - Rohr - Böblingen - Herrenberg	71 km	Teckbahn - Neckar-Alb-Bahn - Filstalbahn - connecting railway - Gäubahn
S 11 *	Stuttgart Neckarpark - Bad Cannstatt - Central Station - Schwabstrasse - Vaihingen - Rohr - Böblingen - Herrenberg	51 km	Filstalbahn - connecting railway - Gäubahn
S 2	Schorndorf - Waiblingen - Bad Cannstatt - Central Station - Schwabstraße - Vaihingen - Rohr - Leinfelden-Echterdingen - Airport / Exhibition Center - Filderstadt	57 km	Remsbahn - Filstalbahn - connecting railway - Gäubahn - Stuttgart-Rohr – Filderstadt railway line
S 3	Backnang - Waiblingen - Bad Cannstatt - Central Station - Schwabstraße - Vaihingen - Rohr - Leinfelden-Echterdingen - Airport / Fair	50 km	Waiblingen – Schwäbisch Hall-Hessental railway line - Remsbahn - Filstalbahn - connecting railway - Gäubahn - Stuttgart-Rohr – Filderstadt railway line
S 4	Schwabstraße - Central Station - Zuffenhausen - Ludwigsburg - Marbach (Neckar) - Kirchberg (Murr) - Burgstall (Murr) - Backnang	41 km	Connecting line - Frankenbahn - Backnang – Ludwigsburg line
S 5	Schwabstrasse - Central Station - Zuffenhausen - Ludwigsburg - Bietigheim	26 km	Connection railway - Frankenbahn
S 6	Schwabstrasse - Central Station - Zuffenhausen - Leonberg - Because of the city	35 km	Connection railway - Frankenbahn - Black Forest Railway
P. 60	Schwabstrasse - Central Station - Zuffenhausen - Leonberg - Renningen - Magstadt - Sindelfingen - Böblingen	45 km	Connection railway - Frankenbahn - Black Forest Railway - Rankbachbahn

S1 amplifier at major events in Neckarpark *

Lines in the districts and in the city of Stuttgart

The city of Stuttgart and the districts are served by the following S-Bahn lines:

circle	line
Stuttgart	S 1 S 2 S 3 S 4 S 5 S 6 S 11 S 60
Boeblingen district	S 1 S 6 S 11 S 60
Esslingen district	S 1 S 2 S 3
Ludwigsburg district	S 4 S 5 S 6 S 60
Rems-Murr district	S 2 S 3 S 4

Line network

Development stages of the line network

Animated representation of the development of the Stuttgart route network

Line network of the Stuttgart S-Bahn, 1978

Main line with 3 branches

By the time the S-Bahn opened, an approximately 2.5 km long tunnel was built from Stuttgart main station under the city center to the underground terminus at Schwabstrasse, including the turning loop. The Stadtmitte and Feuersee stops are on this section. With the entry into force of the Stuttgart Transport Association (VVS) tariff, S-Bahn operations began on October 1, 1978 with the opening of the three lines bundled in the center from Schwabstraße station to Plochingen (S1), Ludwigsburg (S5) and Weil der Stadt (S6).

Extensions in the north - S4 and S5

On September 28, 1980, the S4 went into operation, which ran parallel to the S5 to Ludwigsburg and from there to Marbach . At the same time, the new line took over the identification color dark blue from the S5, while the latter was assigned the new identification color light blue. With the Ludwigsburg – Marbach section, an existing line was subsequently electrified for the Stuttgart S-Bahn. On May 30, 1981 the S5 was extended from Ludwigsburg to Bietigheim .

The S-Bahn network thus reached an expansion of 86 kilometers.

Expansions in the east - S2 and S3

The second stage of expansion of the Stuttgart S-Bahn ended on September 27, 1981, when the two last of the six originally planned lines went into operation with the S2 Schwabstrasse– Schorndorf and S3 Schwabstrasse– Backnang lines. The route network grew by a further 46 kilometers.

Extension to the south

Line network from 2001 to 2009

By September 29, 1985, all six lines ended in Schwabstrasse station. Only with the opening of the new line in the Hasenberg tunnel as part of the connecting line could the continuation of the S1 line to Böblingen, as well as the S2 lines to Rohr and the S3 to Vaihingen , already planned for a new south branch of the S-Bahn network , go into operation. The S3 also ran to Rohr during rush hour.

On May 28, 1989, the S2 from Rohr to Oberaichen was extended, and individual S3 trains also ran there during rush hour. For this purpose, the line was expanded to two tracks and electrified.

On December 6, 1992, the S1, which had been extended beyond Böblingen, reached its current terminus in Herrenberg .

On April 18, 1993, the extension of lines S2 and S3 from Oberaichen via Leinfelden and Echterdingen to Stuttgart airport connected them to the S-Bahn network. For this purpose, the existing line between Oberaichen and Echterdingen was double-tracked and electrified, while the final section from Echterdingen to the airport was a new line. The S2 was finally extended to Filderstadt- Bernhausen on September 29, 2001 on a further new line, which passes under the airport but is only a single track .

Extension in the east - S1 to Kirchheim / Teck

On July 23, 2008, construction work began to extend the S1, for which the Wendlingen – Kirchheim section had to be electrified. After a year and a half of construction, the S1 was extended on December 12, 2009 from Plochingen via Wernau, Wendlingen and Ötlingen to the new terminus in Kirchheim (Teck). Scheduled operations began on December 13, 2009. The estimated costs were 32.5 million euros.

Pendulum line S60

From June 14, 2010, the S60 began operating on the section between Böblingen station and Maichingen station. This hull line was a politically implemented requirement on the already completed section between Böblingen and the Maichingen-Nord station, because the completion of the continuation to Renningen was delayed.

Stitches

Geographical route network of the Stuttgart S-Bahn (as of 2014), financing-secured or extensions under construction are shown with dashed lines

On December 8, 2012, a new era was heralded with the stitches: From now on, the north branch (S4 / S5 / S6) and the east branch (S1 / S2 / S3) are the line S4 as an extension from Marbach to Backnang to the terminus of the local S3 of the network interconnected. With the extension of the S60 line from Maichingen to Renningen to the S6 there, the north branch (S4 / S5 / S6) was connected to the south branch (S1 / S2 / S3).

Stadium amplifier S11

Since the 2016/2017 season , for home games of VfB Stuttgart in the Mercedes-Benz Arena, the previous S1 line between Herrenberg and Neckarpark has been running differently as line S11 (previously these were run as line S1).

Expansion of the routes

To increase train throughput, improve operational processes, improve development and improve accessibility, the following expansions were made on the route sections:

• September 29, 1984: Neckarstadion stop (today Neckarpark [Mercedes-Benz])
• The S6 received the additional Weilimdorf stop on December 3, 1988 , which was set up to better develop the new industrial park.
• December 8, 1990: Hulb stop
• On April 18, 1993, the Österfeld stop was opened directly at the south-western end of the underground connecting line.
• In 2000, on the Remsbahn between Fellbach and Waiblingen, conflicts between the timetable routes of S-Bahn lines S2 and S3 with regional express trains were defused by a fifth track .
• In October 2003, the previously single-track Renningen – Malmsheim section of the Württemberg Black Forest Railway was given a second track to enable train crossings on this section and thus to run the S6 trains on a more stretched but more stable timetable. By extending the travel times of the S6 in the Weil der Stadt – Korntal section by 4 minutes (today 5), in the opposite direction by 3 minutes (today 5), the connection of the S60 in Renningen, which is already under construction, was taken into account. The Malmsheim station has been completely renovated and made completely barrier-free, and equipped with a second platform on the new track.
• On July 25, 2005, a third platform was opened at the Gottlieb-Daimler-Stadion stop (today: Neckarpark). This means that the S1 line (amplifier now known as the S11) can now run on three platform tracks at major events at shorter intervals and thus transport more passengers. For this purpose, installation tracks for additional trains were set up nearby. Previously, there were dangerous situations due to too many passengers after the end of football games. Therefore, the station, which had been in existence since 1984, was closed for several years for safety reasons. Stadium visitors had to switch to Bad Cannstatt train station, which is a little further away.
• Since November 2008: Improved signaling technology between the pipe and the airport / trade fair. This capacity-increasing measure was necessary so that the S3 can run every 15 minutes on the entire route between Backnang and the airport / trade fair for larger events at the Stuttgart Exhibition Center.
• The Böblingen station was partially rebuilt by December 8, 2012, and the previously single-track Rankbachbahn was expanded to two-track operations for the S60. New platforms with a length of 140 meters have been built for full trains: One platform each at Sindelfingen and Maichingen stations, two platforms each at Maichingen North, Magstadt and Renningen South, and a third platform at Renningen station. The Renningen train station has been expanded and completely redesigned to be barrier-free with new elevated platforms, an additional underpass with ramps and a lift to the central platform.

Expansion of the S-Bahn network

Decided projects

The following extensions to the Stuttgart S-Bahn network are planned or under construction (currently, according to the implementation schedule):

S2-South: Extension Filderstadt – Neuhausen

In September 2009, an expert opinion was in favor of a possible extension of the S2 from the final stop in Filderstadt in the Bernhausen district to Neuhausen with an intermediate stop in Sielmingen . The variant with an extension of the U6 light rail line from Fasanenhof via the airport / exhibition center to Neuhausen was discarded. The Baden-Württemberg state government decided on November 14, 2012 to provide around 29 million euros for the extension of the S2 to Neuhausen together with the U6 extension to the airport / exhibition center. In September 2013, the regional assembly approved the construction.

Historically, such a connection already existed as the Filderbahn . The existing tunnel in Bernhausen is to be brought to the surface and the new double-track line to Sielmingen and then a single track to Neuhausen on the old route that has been kept free. According to the plans, the two new stations will have a central platform. The Sielmingen station will be located in a trough structure. A tunnel is planned in the Thyssen-Krupp elevator plant area due to operational requirements of the plant. In the long term, a ring closure from Neuhausen to Plochingen is planned (see section “Maschenschluss (Böblingen) –Airport – Plochingen / Nürtingen / Kirchheim unter Teck” ).

The construction of the 3.9-kilometer line is expected to cost more than 200 million euros (original plan: 92 million euros). The building owner is to be the Stuttgarter Straßenbahnen AG (SSB). 7,000 passengers are expected every day. Only with the realization of the Filderbahnhof as part of Stuttgart 21 did the route achieve a benefit-cost indicator of 1.1 in the original planning. Completion is planned for the end of 2026. The original plan was for commissioning at the end of 2018.

Stuttgart 21 (extension of the main route with a new stop at Mittnachtstraße)

Dismantling of the “mushroom track” in the apron of the main train station in January 2019. Subsequently, the dismantling of the track on the left of the mushroom track in the illustration is planned, on which trains from Bad Cannstatt enter the main line. The inward traffic from Feuerbach and Bad Cannstatt is to run on one track until Stuttgart 21 goes into operation.

As part of the Stuttgart 21 project , the new Stuttgart Mittnachtstrasse station is under construction in the triangle between Nordbahnhof , Bad Cannstatt and Hauptbahnhof (deep) . In the future, this will enable direct transfers between the northern and eastern branches of the network and should better develop the Rosenstein district and the Nordbahnhof district, which are currently being planned.

The route from the main train station to the Mittnachtstrasse station will be laid in a tunnel. The station is designed as a trough structure. In the direction of the north station the tunnel will be continued up to the existing track ramp, in the direction of Bad Cannstatt the route with a new Rosenstein tunnel from the new Neckar bridge Bad Cannstatt will move closer to the existing tracks from the north station. The new Mittnachtstraße station can thus be served by all lines on the main route.

The additional stop at Mittnachtstrasse and longer distances lead to an increase in travel time of around two minutes and thus require the Stuttgart S-Bahn system to be rescheduled. In the operational simulation ("stress test") agreed in the Stuttgart 21 arbitration, the course of the lines has been changed: the sections south of Schwabstrasse are to be omitted for lines S1, S2 and S3, and corresponding sections for lines S4, S5 and S6 / 60 to be added:

line	Walkway	Eliminated sections
S 1	Kirchheim (Teck) *  - Plochingen - Bad Cannstatt - Mittnachtstraße - Stuttgart Central Station - Schwabstraße	Schwabstrasse - Vaihingen - Herrenberg
S 2	Schorndorf  - Bad Cannstatt - Mittnachtstraße - Central Station - Schwabstraße	Schwabstraße - Vaihingen - Airport / Fair *  - Filderstadt *
S 3	Backnang  - Bad Cannstatt - Mittnachtstraße - Hauptbahnhof - Schwabstraße	Schwabstraße - Vaihingen - Airport / Fair *
		Additional sections
S 4	Backnang *  - Marbach - Zuffenhausen - Feuerbach - Mittnachtstraße - Central Station - Schwabstraße	Schwabstraße - Vaihingen - Airport / Fair *  - Filderstadt *
S 5	Bietigheim-Bissingen  - Zuffenhausen - Feuerbach - Mittnachtstrasse - Central Station - Schwabstrasse	Schwabstrasse - Vaihingen - Herrenberg
S 6	Because of the city  - Feuerbach - Mittnachtstraße - Hauptbahnhof - Schwabstraße	Schwabstraße - Vaihingen - Airport / Fair *
P. 60	Böblingen *  - Renningen *  - Feuerbach *  - Mittnachtstraße *  - Central Station *  - Schwabstraße *	(Schwabstrasse - Vaihingen ) **

^* Operation only every 30 minutes, even during rush hour

^** Only in the S6 rush hour (S6 and S60 run together in the S6 repeater cycle)

According to the Deutsche Bahn, this controversial line swap is not absolutely necessary.

The Stuttgart 21 master plan included an option for the construction of an additional Wolframstrasse (Budapester Platz) station between the Mittnachtstrasse and Hauptbahnhof (deep) stations in order to create an additional transfer option to the U12 tram, which has been at the Budapester Platz tram station since 2017 stops in the Europaviertel . The official start of construction for Stuttgart 21 was on February 2, 2010; commissioning is planned for the end of 2024.

With the commissioning of Stuttgart 21 and the expansion of the regional transport network, the Verband Region Stuttgart expects a decrease in the number of passengers on the S-Bahn of around 20 percent. In a traffic study of the region, the planned Filder tunnel is expected to relieve the main route.

S6-West or S62-West: Extension Weil der Stadt – Calw

→ Main article : Black Forest Railway (Württemberg) # Reactivation efforts because of the city – Calw

The Schwarzwaldbahn section between the Weil der Stadt and Calw stations has been closed for passenger traffic since 1983. A reactivation of this section has been discussed for years. Trains are to run on parts of the old existing road, with an approximately two-kilometer loop around the Hacksberg near Weil der Stadt-Schafhausen with a tunnel through the mountain. In July 2008, those responsible in the districts of Calw and Böblingen spoke out in favor of extending the S-Bahn, as this had the highest cost-benefit factor. They rejected previous considerations of having diesel trains or light rail vehicles commute between Calw and Weil der Stadt. The extension of the S6 line should be opened by 2015, with construction costs of 69 million euros expected. At the same time, an extension of the S-Bahn line 1 to Nagold was under discussion; Several route variants were examined on behalf of the district of Calw. The Stuttgart Region Association is responsible for the operation and expansion of the Stuttgart S-Bahn . He sees S-Bahn extensions beyond the regional borders into the Calw district and thus into the Northern Black Forest region "due to regional interests" of the Stuttgart region "not a priority", which is why rapid implementation of the S-Bahn extension (s) In addition to unexplained funding, it also failed due to administrative and regional political conditions.

In June 2012, the district of Calw decided that only a feeder traffic to the S-Bahn from Calw via Weil der Stadt to Renningen should be created under the name Hermann-Hesse-Bahn. According to a press report, the first threshold, a positive cost-benefit ratio, was reached in further investigations. The investment would be around 50 million euros. The planned “Hermann-Hesse-Bahn” Weil der Stadt – Calw is to run from Calw via Weil der Stadt to Renningen and thus enable a fast connection with just one change not only to Stuttgart, but also to the S60 to Sindelfingen and Böblingen . The integration into the tariff system of the VVS is planned, but with a separate ticket, which should also be valid for the Stuttgart S-Bahn network.

After the standardized assessment had been completed , the Calwer district council released the funds for the tendering of the necessary planning services in the amount of an estimated 2.4 million euros in October 2013. Completion should take place by the end of 2020. On behalf of the green-red state government, Winfried Hermann brought the state's commitment to assume the costs of 50 percent of the costs for reactivating the Hermann-Hesse railway to the district of Calw in May 2014.

Such a S-Bahn extension achieves a benefit-cost factor of 1.66 according to a study presented in 2019. Even taking into account possible additional costs of up to 28 million euros, the project remains economical.

In January 2020, the VRS Transport Committee decided to extend the S6 as the first line of the Stuttgart S-Bahn across the regional border to Calw, when the section between Weil der Stadt and Calw is electrified.

S62 because of the city - Feuerbach (Sprinter)

In addition to the S6, an additional half-hour S-Bahn service between Weil der Stadt and Feuerbach is to be introduced as the S62 during rush hour. These sprinters should run between Weil der Stadt (but at least from Leonberg) and Feuerbach and leave out less frequented stations. The line will initially be run to Stuttgart-Zuffenhausen until a turning track is available in Feuerbach.

The line is funded by the state of Baden-Württemberg.

Possible projects

The following projects are planned:

S1-Ost: consolidation of Kirchheim / Teck or extension to Nürtingen

With the commissioning of Stuttgart 21, an extension of the intermediate cycles of the S1, which so far ended in Plochingen, to Kirchheim unter Teck or Nürtingen will be set up. In Nürtingen you could change from the S-Bahn to the Metropolexpress in the direction of Stuttgart. According to a study, a 15-minute cycle to Kirchheim is technically not possible without extensive expansion.

S2-South: 15-minute intervals to Neuhausen

The Stuttgart Region Association is planning a connection from Neuhausen auf den Fildern every 15 minutes with the S2.

S2-South: Extension Neuhausen − Kirchheim unter Teck

With the extension of the S2 every half hour, the extension under Neuhausen on the Fildern and crossing under the A8 and the Stuttgart-21 new line Denkendorf can be connected to the southern ring closure via a new S-Bahn line, and from there a connection in Altbach can be reached on the Neckartalbahn, from where the S2 can run parallel to the S1 to Kirchheim unter Teck.

Connection Böblingen – Göppingen

In parallel to the aforementioned extension of the S2, the S7 is to be introduced every half hour as the first tangential line in the S-Bahn network. The line is to run from Plochingen in the Filstal to Göppingen. Via the Rohrer curve, this line reaches the other end from the Fildern to Böblingen.

S4 / S5 / S6 / S60-Süd: Extension Schwabstraße - Vaihingen - Böblingen

The Stuttgart Region Association plans to extend 4 trains per hour from the north branch to the south branch from Schwabstraße to Vaihingen and 2 of them further to Böblingen. According to a study, this is probably the S60 to Vaihingen and the S5 to Böblingen, each half hourly.

S60: 15-minute intervals Renningen - Böblingen

A 15-minute cycle is planned for the S60. This will require extensions to the route.

Panoramabahn, Nordkreuz

→ Main article : Bahnbahn_Stuttgart – Tuttlingen # Discussions about the preservation of the panorama train

The Gäubahn between Stuttgart-Vaihingen and Stuttgart-Nord is to be decommissioned after Stuttgart 21 goes into operation. There are several considerations for obtaining it.

The Stuttgart Region Association is also considering setting up a new transfer hub at the Nordbahnhof under the name “Nordkreuz” in order to optimize traffic flows in the long term. The idea developed from the plans for Stuttgart 21. The north cross contains two new connecting pieces with different functions, some of which can be implemented independently of one another:

Examples of the Verkehrsclub Deutschland for new lines under the proposal:

• S12: Waiblingen - Bad Cannstatt - Nordkreuz - Gäubahn - Vaihingen - Böblingen (only possible with T-bar + connector to the Gäubahn route)
• S14: Ludwigsburg - Feuerbach - Nordkreuz - Bad Cannstatt - Esslingen am Neckar (only through T-Spange, Gäubahntrasse not necessary)
• S53: Ludwigsburg - Feuerbach - Gäubahn - Vaihingen - Airport / Messe (possible without T-bar)

T-bar

The T-bar, as an extension option after the completion of Stuttgart 21, describes a direct track from the north station under the Rosensteinpark through the planned new S-Bahn Rosenstein tunnel to Bad Cannstatt, bypassing the main station. This would directly connect the two network branches east (S1 / S2 / S3) and north (S4 / S5 / S6 / S60). This would eliminate the detour and change via the main train station (low) or, in the future, the planned Mittnachtstraße station on the main route, and faster connections would be created using new tangential lines. The stations mentioned would be relieved as a transfer station as well as the highly frequented S-Bahn in this network area.

In the course of Stuttgart 21, the project will be integrated with preliminary structural work (in particular with the production of tunnel connectors) to such an extent that it can easily be implemented at a later date. For shared use of the Gäubahn route (see below), a short connecting piece must also be built in the north station area.

The T-brace, which was initially referred to as variant T , emerged from the Integrated Transport Concept of the Stuttgart Region (IVK), which had been developed by scientific institutes on behalf of the State of Baden-Württemberg. In addition to this variant T , a variant Z was also considered. It envisaged a new, around 10 km long inner-city tunnel between the Nürnberger Strasse station and Feuerbach via the Neckar Stadium, the Stadtmitte station and the Nordbahnhof. This variant has been postponed compared to variant T, which is only 4 km long.

Wendlingen southern bypass

Due to the track route of the S1, which is unfavorable for S-Bahn operations, through a densely built-up residential area with frequent level crossings, the city of Wendlingen was guaranteed a long-term southern bypass. The plan is to use the planned freight train loop to the new Wendlingen – Ulm line , followed by the looping of the S1 line to the north with a 1.6 kilometer tunnel and then a possible new station "Wendlingen-Speckweg" with looping into the existing road. In a further construction phase, a 1.5-kilometer-long single-track tunnel is planned for a level-free connection to the Neckar Valley Railway from the north and thus double-track.

Ring closure (Böblingen) –Airport / Messe – Plochingen / Nürtingen / Kirchheim unter Teck

The S-Bahn -träger Verband Region Stuttgart (VRS) commissioned a study by the Transport Science Institute (VWI) at the University of Stuttgart. It recommends an economically favorable extension of the S-Bahn line that will end in Neuhausen auf den Fildern . A tunnel under the urban area of ​​Neuhausen would connect it to the new Stuttgart – Wendlingen line to the east of the city , which is being built in the course of Stuttgart 21. By sharing the new line with the S-Bahn, three options are now being considered:

• A ring closure of the S2 via Wendlingen to Plochingen. This would require a curve from the new line from west to Neckar Valley Railway north.

• An extension of the S-Bahn network via Oberboihingen to Nürtingen, possibly with a direct S-Bahn tangential line from Böblingen station via the airport / exhibition center. This would require the level-free connection of the Neckar Valley Railway to the south to the new line to the west in the form of the underground so-called Great Wendlinger Curve planned as an option by Stuttgart 21 .

• In the course of the planning for a southern Wendlingen bypass, a direct continuation to Kirchheim unter Teck (S1 terminus) was considered. This would require a short track connection from the large Wendlinger curve running parallel to the new freight train curve running north, from which the southern bypass branches off.

Because of the tunneling under Neuhausen and the connection of a S-Bahn line to the new line at the level of Denkendorf, which the VRS rated as "structurally very demanding and complex", a ring closure was established via the direct connection via the new long-distance and regional train station Airport / Messe (" Filderbahnhof Plus ") favored. The stations Filderstadt (Bernhausen), Sielmingen and Neuhausen would be left out of the ring closure. After no agreement on the financing could be reached, the Filderbahnhof Plus variant was considered to have failed in April 2013 and was initially no longer pursued, but is currently being discussed again.

On January 25, 2017, the VRS Transport Committee decided unanimously to commission an investigation into various variants of possible S-Bahn extensions from Böblingen via the airport and Neuhausen to Plochingen, Nürtingen and Kirchheim / Teck. A study by the Esslingen district of connections from the Fildern to the Neckar Valley is to be included. From an initial nine variants, four variants were worked out, which will be examined in more detail. Costs of 200 to 900 million euros are compared to 5,100 to 18,000 expected passengers per day.

In November 2018, the VRS regional assembly decided to have the cost-effectiveness of various variants assessed as part of a EUR 150,000 study.

Changeover to 10-minute intervals

In the long term up to around 2035, a 10-minute cycle is to be implemented.

Formerly considered extensions

These line extensions will not be pursued for the time being.

S1-East: Extension Plochingen – Göppingen – Geislingen (Steige)

An extension of the S-Bahn on the Filsbahn in the area of ​​the district of Göppingen to Göppingen or to Geislingen (Steige) has been discussed again and again for years. The topic is controversial, among other things, it is feared that an S-Bahn could lead to restrictions on connections with the regional express. In the past, the construction of the new Wendlingen – Ulm line was named as a prerequisite , because this would relieve the Filsbahn of long-distance passenger traffic. Together with the discussion of a combined four-track new and upgraded line in Filstal to Ulm, an extension of the S-Bahn until around 1990 was a priority. In railway operations studies, a need for four tracks in the Filstal was determined in order to be able to handle an additional S-Bahn service in addition to the existing traffic.

Since 2007, at the urging of the district of Göppingen, the S-Bahn network has been extended again. This is one of the reasons why the railway line in the Göppingen district to Geislingen (Steige) was integrated into the VVS on January 1, 2014. At the beginning of 2009, the district of Göppingen and the Verband Region Stuttgart commissioned a feasibility study on the technical and operational potential of an S-Bahn extension from Plochingen to Geislingen an der Steige. After that, the extension of the S1 to Göppingen can be implemented every 60 minutes on the two existing tracks. After completion of Stuttgart 21 and the new Wendlingen – Ulm line , a 30-minute cycle to Göppingen, Süßen or even Geislingen (Steige) is possible on the existing line. The basic 30-minute cycle of the S1 is extended to Filstal in the scenarios, the intermediate amplifier cycle should also connect Kirchheim (Teck) in 30-minute cycles. The S1 would get a continuous 15-minute cycle to Plochingen.

Optionally, the service of the Filstal after completion of Stuttgart 21 via a new S-Bahn line S7 Ludwigsburg – Feuerbach – Bad Cannstatt – Esslingen – Plochingen – Göppingen – Süßen (- Donzdorf ) is recommended (see T-Spange). This also results from the consideration that S-Bahn lines and regional train lines should not be in competition. The main station can be reached with fast regional trains, all subway stations to Ludwigsburg with the S-Bahn free of charge.

S1-South: Extension Herrenberg – Nagold

Since a direct connection with a new line from Herrenberg via Jettingen directly to Nagold with one or a maximum of two stations is considered to be too expensive, another study commissioned by the district of Calw now has the extension of the S1 from Herrenberg on existing railway lines ( Gäubahn and Nagoldtalbahn ) to Nagold examined. A positive cost-benefit factor with particularly high traffic benefits for the communities of Gäufelden and Bondorf is assumed. Due to the large loss of time compared to direct bus transport with an express bus, implementation for the Stuttgart Region Association is currently questionable.

S3-East: Extension of Backnang – Murrhardt

On the basis of traffic studies, there was potential for an extension of the S-Bahn on the Waiblingen – Schwäbisch Hall-Hessental line to Murrhardt. Since the traffic flows mainly in the direction of Backnang, Waiblingen and Stuttgart, an extension of the S3 instead of the S4 is being considered. Negotiations are also currently taking place with regard to financing. The travel time of the S-Bahn between Backnang and Murrhardt would be around 12 minutes, which is significantly better than the current situation. However, there are plans to significantly improve the current offer of RE and RB trains, especially with regard to travel times, by optimizing the train crossings, so that the S-Bahn no longer brings travel time advantages compared to the optimized offer, but at most a more frequent frequency and can provide a free connection to the subway stations.

S5-Nord: Extension Bietigheim - Kirchheim am Neckar

An examination of the extension of the S5 from Bietigheim to Kirchheim am Neckar was initiated in the regional parliament's transport committee on October 26, 2011. With the planned extension to Vaihingen (Enz) in mind, a wing in Bietigheim is conceivable. This extension was postponed due to sufficient service with regional trains.

S5-Nord: Extension Bietigheim – Vaihingen an der Enz– (Mühlacker)

As part of a study by the Transport Science Institute of the University of Stuttgart (VWI) on the possibility of expanding the S-Bahn network in the regional area, an extension of the S5 to Vaihingen (Enz) was recommended. In 2009, Regional President Thomas Bopp also spoke out in favor of this project.

On the basis of a second study specifically on the S5 extension, the VWI has delivered a first traffic study. The variants to the Vaihingen (Enz) long-distance train station and to the Vaihingen (Enz) Stadt or Enzweihingen train station via the Vaihingen Stadtbahn were examined . The result of the investigation, which was presented to the transport committee of the Stuttgart Region Association on November 13, 2013, showed a comparatively high cost-effectiveness with a corresponding benefit-cost factor of 4.3 for an extension of the S5 to Vaihingen an der Enz long-distance train station. The construction costs should be only 10 million euros, the annual operating costs 2.5 to 2.8 million euros. Two to three new S-Bahn trains would have to be purchased. In addition, another future extension to Mühlacker Bahnhof was recommended.

The extension of the S 5 to Vaihingen (Enz) was rejected at the beginning of 2015 due to the lack of economic efficiency.

In the regional transport plan of the Stuttgart region adopted in 2018, a half-hourly metropolitan express from Vaihingen is given priority over an S-Bahn extension, but the extension is nevertheless a "high urgency" project. According to the VRS forecast, an extension of the S-Bahn would result in an additional 9200 journeys per day.

See also

• List of stops on the S-Bahn Stuttgart
• List of train stations in Stuttgart

literature

• Olaf Schott among others: The balance sheet. 25 years of planning and building the Stuttgart S-Bahn. Kohlhammer, Stuttgart 1993, ISBN 3-925565-03-5 .
• Wolfgang Arnold among others: The tunnel. Connection train of the Stuttgart S-Bahn. Documentation of their creation. Kohlhammer, Stuttgart 1985, ISBN 3-925565-01-9 .
• Bernd M. Beck: Railways in Stuttgart . (Eisenbahn-Journal special edition, III / 94). H. Merker Verlag, Fürstenfeldbruck 1994, OCLC 165109020 .
• Federal Railway Directorate Stuttgart (Ed.): 1803–1978. From the messenger to the Stuttgart S-Bahn. A magazine for the opening of the Stuttgart S-Bahn on October 1, 1978 . Self-published by BD Stuttgart, Stuttgart 1978, DNB 810454653 .

Web links

Commons : S-Bahn Stuttgart  - Collection of images, videos and audio files

• s-bahn-stuttgart.de , website of DB Regio Baden-Württemberg , operator
• s-bahn-region-stuttgart.de , website of the Stuttgart Region Association , responsible authority
• S-Bahn chaos in Stuttgart . Information portal on the punctuality of the Stuttgart S-Bahn.

Individual evidence

1. ↑ ^{a b c d e f g} Everything at a glance - Interesting facts and figures about the S-Bahn . Retrieved October 25, 2019.
2. ↑ ^{a b} Alexander Ikrat: Rems platforms will probably remain low . In: Stuttgarter Nachrichten . No. 105 , May 8, 2015, p. 21 .
3. ↑ ^{a b c d e} Dirk Rothenstein: S-Bahn Stuttgart: Modern. Mobile. For the region. (PDF) In: gecms.region-stuttgart.org. DB Regio AG, April 18, 2018, pp. 3, 8 , accessed on April 4, 2018 . 
4. ↑ Carola Fuchs: Next stop: Trip hazard . In: Stuttgarter Zeitung . December 8, 2015, p. 22 ( stuttgarter-zeitung.de ).
5. ↑ Peter Reinhart, Sven Wanstrath: The Potential of Smart Infrastructure: The Hunt for Every Second. (PDF) ETCS for metropolitan areas using the example of the Stuttgart S-Bahn. (No longer available online.) DB Projekt Stuttgart-Ulm GmbH, June 13, 2018, pp. 9, 13–17 , archived from the original on June 13, 2018 ; accessed on June 18, 2018 . 
6. ^ Peter Reinhart: Rail operations and rail traffic in the major Stuttgart-Ulm project. (PDF) DB Project Stuttgart – Ulm, December 4, 2017, p. 59 , accessed on December 23, 2017 . 
7. ↑ The Stuttgart S-Bahn is becoming a rolling hot spot. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, May 31, 2017, archived from the original on June 9, 2017 ; accessed on June 14, 2017 . 
8. ↑ Largest WiFi fleet is launched: Stuttgart S-Bahn will soon be completely online! In: deutschebahn.com. Deutsche Bahn, October 24, 2017, accessed on October 24, 2017 . 
9. ↑ ^{a b c d e f g h} Great success for the Stuttgart rail hub. In: vrs.de. Verband Region Stuttgart, January 30, 2019, accessed on January 30, 2019 . 
10. ↑ ^{a b c d} Thomas Durchdenwald: Land gives 106 million euros for new S-Bahn . In: Stuttgarter Zeitung . tape 75 , January 21, 2019, p. 17 ( online ).
11. ↑ ^{a b} Roland Muschel: Country is promoting S-Bahn vehicles again. In: swp.de. January 18, 2019, accessed January 20, 2019 . 
12. ↑ ^{a b c} Alexander Ikrat: S-Bahn: Better offer is more important than further expansion . In: Stuttgarter Nachrichten . tape 71 , no. 44 , February 23, 2016, p. 13 ( online ).
13. ↑ Barbara Czimmer-Grauss: VVS with passenger record - bottleneck with fine dust alarm . In: Stuttgarter Nachrichten . tape 70 , no. 258 , November 7, 2015, p. 1 .
14. ↑ Barbara Czimmer-Gauss: The long S-Bahn doesn't run spontaneously . In: Stuttgarter Nachrichten . tape 70 , no. 258 , November 7, 2015, p. 21 ( stuttgarter-nachrichten.de ).
15. ↑ ^{a b} Equalization of commuter flows: analysis and evaluation of relocation potential. (PDF) Investigation report. Verkehrs- und Tarifverbund Stuttgart, November 20, 2019, pp. 4, 11 , accessed on December 5, 2019 . 
16. ↑ Presentation No. 026/2020. (PDF) Transport Committee on January 22nd, 2020. In: gecms.region-stuttgart.org. Verband Region Stuttgart, December 5, 2019, p. 2 f. , accessed on January 16, 2020 . 
17. ^ Stefan Tritschler, Moritz Biechele: Update of the VRS traffic model. (PDF) Transport Science Institute Stuttgart, January 20, 2020, p. 9 f. , accessed on January 16, 2020 . 
18. ↑ Dirk Vallée: 25 years of the S-Bahn in the Stuttgart region: Review - Innovation - Perspectives. In: Railway technical review. Issue 11/2003, pp. 655-665.
19. ↑ Martin Winterling: When the S-Bahn learned to walk , article from May 22, 2013 in the Winnender Zeitung, online at zvw.de, accessed on May 2, 2020
20. ↑ ^{a b c} Quality data of the Stuttgart S-Bahn almost stable. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, February 10, 2017, archived from the original on February 11, 2017 ; accessed on February 11, 2017 . 
21. ↑ Thomas Durchdenwald: Every fifth S-Bahn is delayed during rush hour . In: Stuttgarter Nachrichten . tape 73 , no. January 20 , 25, 2018 ( online ).
22. ↑ Konstantin Schwarz: The S-Bahn was so late in 2018 . In: Stuttgarter Zeitung . tape 75 , January 17, 2019, p. 19 ( online ).
23. ^ Detlef Holland: Between anger and resignation . In: Esslinger Zeitung . April 14, 2016, ZDB -ID 125919-2 , p. 5 ( online ).
24. ↑ S-Bahn Stuttgart has to pay a fine . In: Reutlinger General-Anzeiger . February 11, 2017, ZDB ID 126415-1 .
25. ↑ ^{a b} German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Annalena Baerbock, Stefan Gelbhaar, other MPs and the faction BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/4375 - punctuality of the S-Bahn in Germany . tape 19 , no. 4761 , October 5, 2018, ISSN  0722-8333 , p. 10, 41-43 ( BT-Drs. 19/4761 ).
26. ↑ Delays on S-Bahns are still far from under control . In: Ludwigsburger Kreiszeitung . April 14, 2016, p. 1 ( mobil.lkz.de ).
27. ↑ ^{a b} S-Bahn Magazin Region Stuttgart. (PDF) In: s-bahn-stuttgart.de. DB Regio, Verband Region Stuttgart, 2019, accessed on January 7, 2020 . 
28. ↑ Verband Region Stuttgart (ed.): Over 50 million euros for 15-minute intervals on the S-Bahn . Press release from January 15, 2014.
29. ↑ ^{a b} Improvements in the Stuttgart S-Bahn from next Sunday . Traffic report 247/2011 of the Deutsche Bahn from June 8, 2011.
30. ^ ^{A b} Thomas Durchdenwald: S-Bahn runs more trains . In: Stuttgarter Zeitung . September 28, 2015, p. 17 (including title stuttgarter-zeitung.de ).
31. ↑ ^{a b} 2018 timetable with more frequent S-Bahn trains. In: region-stuttgart.de. Verband Region Stuttgart, September 20, 2017, accessed on October 7, 2017 . 
32. ↑ Transport offers on the S-Bahn: status of selected measures and further possible improvements to the offer. (PDF) Session No. 150/2016. In: gecms.region-stuttgart.org. Verband Region Stuttgart , September 14, 2016, p. 11 , accessed on October 8, 2016 (decision on this template is still missing from Wikipedia). 
33. ↑ ^{a b} S-Bahn offer expanded from June and December. In: vrs.de. Verband Region Stuttgart, February 27, 2019, accessed on March 20, 2019 . 
34. ↑ Stuttgart S-Bahn runs every half hour from March 24th. In: region-stuttgart.org. Verband Region Stuttgart, March 19, 2020, accessed on March 22, 2020 . 
35. ↑ ^{a b} Further improvements for the S-Bahn. In: region-stuttgart.org. Verband Region Stuttgart , July 9, 2020, accessed on July 9, 2020 . 
36. ↑ Thomas Durchdenwald: At night the S-Bahn shines with a record . In: Stuttgarter Zeitung . November 13, 2013 ( stuttgarter-zeitung.de ).
37. ↑ Alexander Ikrat: The S-Bahn is very popular on Saturday nights . In: Stuttgarter Nachrichten . No. January 22 , 2015.
38. ↑ ^{a b} Verband Region Stuttgart (ed.): S-Bahn runs more often and longer - regional assembly decides on a comprehensive package of improvements in services for the S-Bahn . Press release of September 25, 2013. Accessed November 27, 2015 . 
39. ↑ ^{a b c d e} Mayer: Minutes of the results of the 1st session of the regional assembly on September 28, 2016 in the conference room of the Sparkassenakademie in Stuttgart, Pariser Strasse 3A. (PDF) Verband Region Stuttgart, October 4, 2016, p. 3 , 4 , accessed on February 11, 2017 . 
40. ↑ The S-Bahn - comfortable and environmentally friendly. In: region-stuttgart.org. Verband Region Stuttgart, accessed on December 28, 2017 . 
41. ↑ Thomas Durchdenwald: Region sets the course for 15-minute intervals In: Stuttgarter Zeitung . September 29, 2016 (online)
42. ↑ Klimpel, Bopp: RESULTS PROTOCOL of the 43rd meeting of the Transport Committee on January 29, 2018 in the conference room (5th floor) of the Stuttgart Region Office, Kronenstr. 25. (PDF) Verband Region Stuttgart, January 29, 2018, p. 3 , accessed on February 3, 2018 . 
43. ↑ Definition of the range of services and further procedures for investigations into expanding the S-Bahn service. (PDF) In: vrs.de. Verband Region Stuttgart, December 14, 2017, accessed on February 3, 2018 . 
44. ^ ^{A b} Heinz Bubel: S-Bahn Stuttgart - planning and preliminary design . In: Railway technical review . tape 18 , no. 7 , 1969, ISSN  0013-2845 , pp. 256-274 .
45. ^ Jürgen Wedler: The development of the S-Bahn system in the Stuttgart region. In: Die Deutsche Bahn , issue 4/1993, pp. 281–289.
46. ↑ ^{a b c d e f g} Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN  0007-5876 , pp. 681-688 .
47. ↑ Announcement of the start signal for the construction of the Stuttgart S-Bahn. In: Die Bundesbahn , year 45 (1971), issue 13, ISSN  0007-5876 , p. 694 f.
48. ↑ Giant train station for the Stuttgart "building of the century" . In: The Federal Railroad . 1978, ISSN  0007-5876 , p. 811, 812 .
49. ↑ Stuttgart S-Bahn . In: The Federal Railroad . tape 57 , no. 12 , 1981, ISSN  0007-5876 , pp. 977 .
50. ^ S-Bahn passengers are slowed down Stuttgarter Nachrichten, April 28, 2010.
51. ↑ Drexler gives the date February 2010 for Stuttgart 21 ( memento of November 26, 2009 in the Internet Archive ) Stuttgarter Zeitung online, November 23, 2009.
52. ↑ Standard Elektrik Lorenz (Ed.): Central signal box Stuttgart Hauptbahnhof . 40-page brochure, circa 1978, p. 29.
53. ↑ Timetable changes for the Stuttgart S-Bahn from June 23, 2010. Press release 30/2010. Communication office Bahnprojekt Stuttgart – Ulm, June 22, 2010, accessed on March 24, 2020 . 
54. ↑ ^{a b} DB Mobility Logistics AG (Ed.): S-Bahn Stuttgart runs again with a full program from January 10th . Press release from January 4, 2011.
55. ↑ S-Bahn is now delayed . In: Stuttgarter Zeitung . June 29, 2010.
56. ↑ VVS starts with an online ticket . In: Stuttgarter Nachrichten , No. 254, November 3, 2010.
57. ↑ Rebessca Müller: Bahn customers need a lot of patience in Stuttgart , Stuttgarter Zeitung, October 10, 2012, accessed on October 10, 2013.
58. ↑ ^{a b c d} Bahn and Bombardier on the test stand , Stuttgarter Zeitung , October 7, 2013, accessed on October 9, 2013.
59. ^ Wolfgang Schulz-Braunschmidt: On-time trains cost a lot more money , Stuttgarter Zeitung, October 9, 2013, accessed on October 10, 2013.
60. ↑ ^{a b} Dirk Herrmann: S-Bahn technology 'built in eighteen hundred something' . In: Stuttgarter Nachrichten . No. 87 , April 16, 2015, p. 17 .
61. ↑ Wolfgang Schulz-Braunschmidt, Josef Schunder: Kuhn calls for the region to take a harder course against the railway . In: Stuttgarter Zeitung . April 14, 2016, p. 19 (including title and date stuttgarter-zeitung.de ).
62. ↑ S-Bahn: punctuality and reliability at a stable level. Verband Region Stuttgart, April 18, 2018, accessed on February 9, 2019 . 
63. ↑ Thomas Durchdenwald: S-Bahn runs more late than ever. Stuttgarter Zeitung, March 7, 2014, p. 19. Accessed online on March 8, 2014.
64. ↑ Konstantin Schwarz: S-Bahn reaches new low point in terms of punctuality . In: Stuttgarter Nachrichten . No. 18 , 23 January 2015, p. 17 ( stuttgarter-nachrichten.de ).
65. ↑ S-Bahn Stuttgart relieves inner-city traffic by around 73,000 cars per day. (No longer available online.) DB Mobility Logistics AG, June 25, 2015, archived from the original on July 21, 2015 ; Retrieved July 18, 2015 . 
66. ^ ^{A b} Verband Region Stuttgart (ed.): Operation simulation of the S-Bahn. Application of the CDU parliamentary group of October 22, 2014. Session template No. 079/2015. September 16, 2015 ( PDF file ).
67. ^ Philipp Schneider: The tone in the S-Bahn dispute intensifies . In: Ludwigsburger Kreiszeitung . February 23, 2017, p. 12 ( online ).
68. ^ Karlheinz Reichert: S 60 goes to 150 million euros In: Sindelfinger Zeitung / Böblinger Zeitung . May 2, 2008.
69. ↑ S 60 does not run until a year later ( memento of August 14, 2009 in the Internet Archive ) Stuttgarter Zeitung, June 13, 2009.
70. ↑ With the S-Bahn to Daimler in Sindelfingen. ( Memento of September 30, 2011 in the Internet Archive ) Press release of the VVS, June 15, 2010.
71. ^ ^{A b} Thomas Durchdenwald: New routes: Rail expects additional costs . December 10, 2012, vol. 68, No. 286, p. 15.
72. ↑ Verband Region Stuttgart: Current status of the S-Bahn expansion projects  ( page can no longer be accessed , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . Session No. 186/2009, Transport Committee on June 24, 2009, accessed on November 28, 2012.  
73. ↑ On the way to the full 30-minute cycle ( memento from March 5, 2014 in the Internet Archive ). In: Stuttgarter Nachrichten (online edition), November 16, 2011.
74. ↑ ^{a b} Thomas Durchdenwald: discordant sounds accompany the cheerful opening tale. Vol. 68, No. 283, December 6, 2012, p. 21 (online) .
75. ^ Wei: Accident in Backnang: Railway line remains closed for up to three months - Stuttgarter Zeitung . In: Stuttgarter Zeitung . September 13, 2016 ( stuttgarter-zeitung.de [accessed October 23, 2016]).
76. ↑ Dirk Vallée: Sustainable increase in performance in the Stuttgart S-Bahn network . In: Local transport . No. 7 , 1997, ISSN  0722-8287 , p. 35-41 .
77. ↑ Thomas Durchdenwald: First measures from the public transport pact . In: Stuttgarter Zeitung . No. 229 , October 5, 2015, p. 18 ( stuttgarter-zeitung.de ).
78. ^ Fabian Hantsch, Stephan Kerner, Ullrich Martin: ETCS Level 2 in local rail passenger transport . using the example of the main line S-Bahn Stuttgart (Thales ERTMS / ETCS symposium Ditzingen - 03.03.2015). March 2, 2015, p. 1, 7, 8 (slide set).
79. ↑ Alexander Ikrat, Wolf-Dieter Obst: Defect in the signal box triggers S-Bahn chaos . In: Stuttgarter Nachrichten . No. 245 , October 23, 2015, p. 17 (including the title stuttgarter-nachrichten.de ).
80. ↑ ^{a b} Thomas Durchdenwald: Stuttgart should become a model for mobility . In: Stuttgarter Zeitung . April 22, 2016, p. 21 .
81. ↑ ^{a b} Wolfgang Schulz-Braunschmidt: Region wants new technology for the S-Bahn main line . In: Stuttgarter Zeitung . tape 72 , no. 244 , October 20, 2016, p. 22 ( stuttgarter-zeitung.de ).
82. ↑ Operation simulation of the S-Bahn main line after completion of Stuttgart 21. (PDF) Verband Region Stuttgart , October 4, 2016, p. 2 , accessed on October 8, 2016 . 
83. ↑ Timetable robustness test for Ks signaling and ETCS S-Bahn Stuttgart. (PDF) Presentation of the results of the VRS Transport Committee October 19, 2016. DB Netz AG, October 19, 2016, pp. 4, 5 , accessed on May 10, 2020 . 
84. ↑ Minutes of the results of the 27th meeting of the Transport Committee on October 19, 2016 in the meeting room (5th floor) of the Stuttgart Region Office, Kronenstr. 25. (PDF) Verband Region Stuttgart, October 19, 2016, p. 3 , accessed on October 30, 2016 . 
85. ↑ Feasibility study for the introduction of ETCS on the main line. (PDF) In: region-stuttgart.org. Verband Region Stuttgart, March 6, 2017, accessed on March 24, 2017 . 
86. ↑ Is ETCS feasible on the S-Bahn? In: region-stuttgart.org. Verband Region Stuttgart, March 29, 2017, accessed on April 4, 2017 . 
87. ↑ Germany-Frankfurt am Main: Technical planning services for traffic systems. 2017 / S 114-230328; Contract Notice - Sectors; Services. In: ted.europa.eu. June 16, 2017. Retrieved June 16, 2017 . 
88. ↑ Germany-Frankfurt am Main: Technical planning services for traffic systems. Document 2017 / S 198-408241. In: Supplement to the Electronic Official Journal of the European Union . October 14, 2017. Retrieved October 15, 2017 . 
89. ^ Germany-Munich: Work for railway signal systems. In: ted.europea.eu. April 28, 2018. Retrieved April 29, 2018 . 
90. ^ Germany-Munich: Work for railway signal systems. In: ted.europa.eu. June 29, 2018. Retrieved June 29, 2018 . 
91. ↑ ^{a b} Martin Beyer, Steffen Jurtz, Michael Langhof, Peter Reinhart, Thomas Vogel: ETCS as a carrier system for increasing the performance of the Stuttgart S-Bahn . In: signal + wire . tape 115 , no. 6 , June 2019, ISSN  0037-4997 , p. 6-16 ( PDF ).
92. ↑ Peter Reinhart, Sven Wanstrath: What potential does smart infrastructure have? - ETCS for metropolitan areas using the example of the Stuttgart S-Bahn . In: Technische Universität Darmstadt (Ed.): Scientific Railway Signaling Symposium 2018 . Break new ground digitally. Darmstadt June 13, 2018, p. 15-23 ( PDF ).
93. ↑ Study on the introduction of ETCS in the core network of the Stuttgart S-Bahn. (PDF) Final report. WSP Infrastructure Engineering, NEXTRAIL, quattron management consulting, VIA Consulting & Development GmbH, Railistics, January 30, 2019, pp. 35, 38 , accessed on April 13, 2019 . 
94. ^ ^{A b} Winfried Hermann : Implementation of the ETCS / DSTW pilot project in the Stuttgart region. (PDF) (No longer available online.) In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg, October 24, 2018, pp. 15 f., 18, 24 , archived from the original on November 23, 2018 ; accessed on November 22, 2018 . 
95. ^ Results and recommendations of the S-Bahn ETCS investigation. (PNG) Deutsche Bahn, quattron group, Land Baden-Württemberg, Nextrail, Railistics, Viacon, Verband Region Stuttgart, WSP, December 2018, accessed on January 6, 2019 . 
96. ↑ ERTMS: Corridor A comes before the starter pack . In: The Railway Engineer . tape 70 , no. November 11 , 2019, ISSN  0013-2810 , p. 60 .
97. ↑ Peter Reinhart: ETCS & Co for "maximum performance". (PDF) A workshop report on the Stuttgart digital node. DB Projekt Stuttgart – Ulm GmbH , November 21, 2019, pp. 40, 45, 49, 51 , accessed on November 22, 2019 . 
98. ^ S-Bahn Stuttgart: ETCS Level 2 in the test . In: Rail Business . No. 6 , February 6, 2017.
99. ↑ Thomas Durchdenwald: Test for S-Bahn pilots? In: Stuttgarter Zeitung . tape 72 , December 29, 2016, p. 25 (including date stuttgarter-zeitung.de ).
100. ↑ Thomas Durchdenwald: Greens criticize the rejection of ETCS funding . In: Stuttgarter Nachrichten . tape 72 , April 1, 2017, p. 23 .
101. ↑ Jürgen Schmidt: The S-Bahn should do more. In: swp.de. June 7, 2018, accessed June 11, 2018 . 
102. ↑ Thomas Durchdenwald: Only new S-Bahn trains help . In: Stuttgarter Nachrichten . tape 73 , no. 128 , June 7, 2018, p. 18 (similar version online at stuttgarter-zeitung.de).
103. ↑ Thomas Durchdenwald: Bahn is working internally on plans for the ETCS test track . In: Stuttgarter Nachrichten . tape 73 , no. 189 , August 17, 2018, p. 16 ( online under a similar title ).
104. ↑ Stuttgart – Ulm rail project. (PDF) Steering Committee Stuttgart 21. DB Project Stuttgart – Ulm GmbH, November 5, 2018, p. 31 , accessed on November 5, 2018 . 
105. ↑ Bündnis 90 / Die Grünen Baden-Württemberg, CDU-Landesverband Baden-Württemberg (ed.): Shaping Baden-Württemberg: Reliable. Sustainable. Innovative. Coalition agreement between Bündnis 90 / Die Grünen Baden-Württemberg and the CDU Baden-Württemberg 2016–2021. Stuttgart May 9, 2016, p. 114 ( baden-wuerttemberg.de [PDF]).
106. ↑ Further develop the infrastructure for the railways. (No longer available online.) In: vrs.de. Verband Region Stuttgart , June 1, 2016, archived from the original on June 19, 2016 ; accessed on June 4, 2016 . 
107. ↑ Stuttgart – Ulm rail project: Steering Committee Stuttgart 21. (PDF) In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, May 4, 2018, p. 43 , accessed on May 4, 2018 . 
108. ↑ Partners in the public transport pact agree on a future concept. In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg , October 10, 2016, accessed on October 13, 2016 . 
109. ↑ Regional traffic plan for the Stuttgart region approved. In: region-stuttgart.org. Verband Region Stuttgart, July 18, 2018, accessed on July 19, 2018 . 
110. ^ Draft regional transport plan - Appendix. (PDF) Attachment 2 to the session draft 77/2018 session of the regional assembly on July 18, 2018. Verband Region Stuttgart, June 29, 2018, p. 35 f. , accessed July 19, 2018 . 
111. ↑ Dieter Fockenbrock: Billion plan for the "digital rail" . In: Handelsblatt . No. 131 , July 11, 2018, ISSN  0017-7296 , p. 4th f . ( Short version ).
112. ↑ The railway system is to be digitized. In: deutschebahn.com. Deutsche Bahn, September 19, 2018, accessed September 30, 2018 . 
113. ↑ "Digital Rail Germany". (PDF) In: deutschebahn.com. Deutsche Bahn, September 2018, accessed September 30, 2018 . 
114. ↑ Marc Behrens, Enrico Eckhardt, Michael Kümmling, Markus Loef, Peter Otrzonsek, Martin Schleede, Max-Leonhard von Schaper, Sven Wanstrath: On the way to the digital node Stuttgart: an overview . In: The Railway Engineer . tape 71 , no. 4 , April 2020, ISSN  0013-2810 , p. 14-18 ( PDF ).
115. ↑ ^{a b} State cabinet sets the course for a pilot project for electronic train control. In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg, January 22, 2019, accessed on January 22, 2019 . 
116. ↑ Feasibility study for the rollout of ETCS / DSTW. (PDF) Summary of the results. McKinsey & Company , December 2018, pp. 20, 33 , accessed April 13, 2019 . 
117. ↑ ^{a b c d e f} Clear vote for the ETCS pilot project and more S-Bahn vehicles. In: vrs.de. Verband Region Stuttgart, January 23, 2019, accessed on January 23, 2019 . 
118. ↑ Thomas Durchdenwald: Billions strategy for punctual trains . In: Stuttgarter Zeitung . tape 74 , October 24, 2018, p. 22 (abridged version online ).
119. ↑ Briefly reported . In: Schwäbische Zeitung . November 10, 2018, p. 2 (similar version online ).
120. ↑ Thomas Durchdenwald: Is the federal government pushing the S-Bahn to the siding? In: Stuttgarter Zeitung . tape 75 , March 20, 2019, p. 19 ( online ).
121. ↑ Federal Minister Scheuer and DB start the digital rail showcase project. In: bmvi.de. Federal Ministry of Transport and Digital Infrastructure, August 25, 2020, accessed on August 26, 2020 . 
122. ↑ Agreement to finance planning and construction costs for ETCS / DSTW equipment of the DSD starter package (pilot project Digitaler Node Stuttgart). (PDF) F 08 Q 0770. In: bmvi.de. P. 2, 6 , accessed on August 26, 2020 . 
123. ↑ Germany-Frankfurt am Main: Railway and tram locomotives and rolling stock and associated parts. In: ted.europa.eu. July 14, 2020, accessed July 14, 2020 . 
124. ↑ Hagen Ssykor: project description. (PDF) Award unit: Equipment planning booklet for multiple units of the Stuttgart S-Bahn (series 423 and 430) with ETCS and ATO GoA 2 for “first-in-class” and series. DB Regio, July 9, 2020, pp. 3, 6 , accessed on July 14, 2020 (file 20FEF46179 project description ETCS ATO SBS.pdf in ZIP archive). 
125. ↑ Report S-Bahn Stuttgart is advertised. In: Eisenbahn-Revue International . Issue 2/2006, ISSN  1421-2811 , p. 50.
126. ↑ ^{a b c} Germany-Stuttgart: Public rail transport / public rail transport. Document 2019 / S 031-070439. In: Supplement to the Electronic Official Journal of the European Union . February 13, 2019, accessed February 13, 2019 . 
127. ^ Stuttgart region: DB, Veolia, Arriva and Keolis are interested in S-Bahn. (No longer available online.) In: mofair.de. Mofair, March 6, 2007, archived from the original on October 14, 2007 ; accessed on February 27, 2019 . 
128. ^ S-Bahn competition with three interested parties. A transport company leaves - three powerful companies still in the running. (No longer available online.) In: vrs.de. Verband Region Stuttgart, November 26, 2007, archived from the original on February 27, 2014 ; accessed on February 27, 2019 . 
129. ^ S-Bahn competition: Keolis and Veolia withdraw. The description of services remains the basis for negotiation - the objective remains: good quality at an economical price. (No longer available online.) In: region-stuttgart.org. Verband Region Stuttgart, February 11, 2008, archived from the original on February 27, 2014 ; accessed on February 27, 2019 . 
130. ^ Markus O. Robold: Production of the series 430. In: Eisenbahn-Kurier. No. 473. EK-Verlag, Freiburg, 2/2012, pp. 54-57. ISSN  0170-5288 .
131. ↑ Markus Heffner: Bumpy start into the new S-Bahn era . In: Stuttgarter Zeitung . July 2, 2013, p. 21 .
132. ↑ Thomas Durchdenwald: New S-Bahn has to be improved . In: Stuttgarter Zeitung . July 1, 2013 ( stuttgarter-zeitung.de ).
133. ↑ Thomas Durchdenwald: New players in local transport in the region? In: Stuttgarter Zeitung . tape 71 , no. 269 , November 20, 2015, p. 21 ( stuttgarter-zeitung.de ).
134. ↑ Verband Region Stuttgart (Ed.): Session No. 12/2014: Budget and Budget Statute 2015, medium-term financial planning . October 1, 2014, p. 43, 100 ( region-stuttgart.org [PDF]).
135. ↑ Kristina Winter: S-Bahn swallows the most money . In: Neckar and Enzbote . October 2, 2014, p. 22 .
136. ↑ Regional budget introduced . In: Esslinger Zeitung . October 1, 2015, ZDB -ID 125919-2 , p. 3 .
137. ↑ Early termination of the S-Bahn contract. (PDF) Motion of the parliamentary group DIE LINKE v. 10/06/2016. Verband Region Stuttgart, November 18, 2016, accessed on November 15, 2016 . 
138. ^ Association Region secures routes for the S-Bahn . In: Südwest Presse . March 27, 2015, ZDB -ID 1360527-6 , p. 18 ( online ).
139. ^ Ralf Roman Rossberg : More than just Olympic trains . In: Eisenbahn Magazin . No. 3 , 2015, p. 12 .
140. ↑ Approval for the new S-Bahn series 430 granted ( Memento of March 1, 2014 in the Internet Archive ). Deutsche Bahn press release from April 4, 2013.
141. ^ ^{A b} Thomas Faltin: Air conditioning systems and cameras in all wagons . In: Stuttgarter Zeitung . No. 97 , April 26, 2013 ( stuttgarter-zeitung.de ).
142. ^ Verband Region Stuttgart (Ed.): S-Bahn contract between Verband Region Stuttgart and DB Regio - more comfort and significant savings . Press release from February 16, 2009.
143. ↑ Thomas Durchdenwald: New S-Bahn train stops with open doors . In: Stuttgarter Zeitung . July 4, 2013, p. 19 ( stuttgarter-zeitung.de ).
144. ↑ Thomas Durchdenwald: Bombardier does not give a date . In: Stuttgarter Zeitung . July 5, 2013, p. 19 ( stuttgarter-zeitung.de ).
145. ↑ VCD criticizes failure-prone suburban trains of the type ET 430. Retrieved on January 18, 2014 . 
146. ↑ German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), other MPs and the parliamentary group Alliance 90 / THE GREENS . -Bahns in Germany - optimize door control. tape 19 , no. 10451 , May 24, 2019, ISSN  0722-8333 , p. 4, 6 ( BT-Drs. 19/10451 ).
147. ^ Bahn is waiting for mail from Bombardier . Stuttgarter Zeitung online, October 23, 2014.
148. ↑ Alexander Ikrat: New breakdown trains for more punctuality? Stuttgarter Nachrichten , December 11, 2014, accessed on February 10, 2015 . 
149. ↑ The last additional vehicle of the 430 series has arrived on the Stuttgart S-Bahn network. (No longer available online.) Deutsche Bahn, Verband Region Stuttgart, February 1, 2017, archived from the original on February 1, 2017 ; accessed on February 1, 2017 . 
150. ↑ Alexander Ikrat: Pact for better public transport now costs something . In: Stuttgarter Nachrichten . No. 227 , October 1, 2015, p. 18 .
151. ↑ S-Bahn veteran class 420 makes way for modern successors. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, November 4, 2016, archived from the original on November 5, 2016 ; Retrieved November 5, 2016 . 
152. ^ Association Region Stuttgart: The express bus is rolling in . Press release from May 6, 2015.
153. ↑ et420-online.de: Netzkarte 1978 .
154. ↑ s-bahn-stuttgart.de: Special trains to soccer games in the arena
155. ^ S-Bahn station Gottlieb-Daimler-Stadion officially opened ( memento from August 15, 2009 in the Internet Archive ), joint press release by Deutsche Bahn AG and the Stuttgart Region Association, July 27, 2007, accessed on January 20, 2008.
156. ^ State promotes S-Bahn expansion Stuttgarter Zeitung, November 14, 2012.
157. ^ Reviewer for S-Bahn to Neuhausen , Stuttgarter Nachrichten of September 25, 2009.
158. ↑ Thomas Schorradt: S-Bahn to Neuhausen picks up speed. In: Stuttgarter Zeitung. April 7, 2016. Retrieved July 5, 2016 . 
159. ^ Eileen Breuer: S-Bahn will not go to Neuhausen until 2022. In: Stuttgarter Zeitung. March 10, 2017, accessed March 10, 2017 . 
160. ↑ mil: S-Bahn expansion is delayed. In: Stuttgarter Zeitung. July 12, 2019, accessed July 13, 2019 . 
161. ↑ S-Bahn could also run without switching lines (PDF; 85 kB). Press release from March 2, 2012.
162. ↑ Alexander Ikrat: There should be space in the S-Bahn again . In: Stuttgarter Nachrichten . tape 71 , no. 44 , February 23, 2016, p. 1 ( online ).
163. ↑ Verband Region Stuttgart (Ed.): Session No. 190/2013, Transport Committee on May 8, 2013: Update of the regional transport plan - results of the traffic forecast for the reference scenario 2025 . May 8, 2013, p. 11 ( gecms.region-stuttgart.org [PDF; 600 kB ]).
164. ^ Verband Region Stuttgart (ed.): Annex 4.1 to template 190/2013; Examination of the transport committee on May 8, 2013 . May 8, 2013, p. 3, 4 ( region-stuttgart.org ( memento of October 3, 2013 in the Internet Archive ) (PDF; 5 MB)). Annex 4.1 to template 190/2013; Examination of the transport committee on May 8, 2013 ( Memento of October 3, 2013 in the Internet Archive )
165. ^ Resolutions of the Calw District Assembly of July 21, 2008 ( Memento of June 8, 2015 in the Internet Archive ) (pp. 8–11, PDF).
166. ↑ schwarzwaelder-bote.de ( Memento from June 23, 2008 in the Internet Archive )
167. ^ District of Calw - Fight for S-Bahn connection ( Memento from May 10, 2009 in the Internet Archive ), Schwarzwälder Bote , article from October 8, 2008, accessed September 26, 2009.
168. ↑ Session No. 18/2009 of the Transport Committee of the Stuttgart Region Association of November 11, 2009 ( Memento of October 1, 2010 in the Internet Archive )
169. ↑ Peter Meuer: The Hesse-Bahn should go to the Rankbach . In: Leonberger Kreiszeitung . June 14, 2012 ( leonberger-kreiszeitung.de ).
170. ↑ Press report in the Schwarzwälder Bote from June 14, 2012
171. ↑ hermann-hesse-bahn.de
172. ↑ stuttgarter-zeitung.de
173. ↑ Schwarzwälder Bote: Calw / Stuttgart: S-Bahn from Stuttgart to Calw would be profitable - Schwarzwälder Bote. March 28, 2019, accessed May 5, 2019 . 
174. ↑ S-Bahn extension to Calw: Benefits outweigh the costs. In: Free Voters in the Stuttgart Region eV March 28, 2019, accessed on May 5, 2019 . 
175. ^ Region decides to extend the S6 to Calw. In: region-stuttgart-org. Verband Region Stuttgart, January 22, 2020, accessed on January 23, 2020 . 
176. ↑ ^{a b} Another option for rail connection to Calw possible. In: baden-wurttemberg.de. Ministry of Transport Baden-Württemberg, February 12, 2019, accessed on February 15, 2019 . 
177. ↑ ^{a b} Template No. 052/2020. (PDF) On agenda item 5 S-Bahn infrastructure investment offensive (QSS measures). Report on the current status of the drafting of the contract, preparation of the necessary supplementary agreements with the DB PSU. In: gecms.region-stuttgart.org. Verband Region Stuttgart, April 7, 2020, p. 2 , accessed on April 23, 2020 . 
178. ↑ Table template No. 310/2019. (PDF) Extension of the transport contract / ETCS / vehicle procurement: Introduction of new control and safety technology at the Stuttgart rail hub, procurement of additional S-Bahn vehicles and extension of the current transport contract by 4 years. In: vrs.de. Verband Region Stuttgart, January 23, 2019, p. 5 , accessed on January 29, 2019 . 
179. ↑ Presentation No. 091/2019. (PDF) Resolution on the adjustment of the transport contract in connection with the introduction of ETCS in the S-Bahn and the procurement of additional S-Bahn vehicles. In: vrs.de. Verband Region Stuttgart, January 25, 2019, p. 3 , accessed on January 29, 2019 . 
180. ↑ Continuous quarter-hourly service on the S-Bahn. Verband Region Stuttgart, February 20, 2020, accessed on March 3, 2020 . 
181. ↑ ^{a b} Thomas Durchdenwald: Region checks the S-Bahn to Nürtingen . In: Stuttgarter Nachrichten . January 15, 2019, p. 15 .
182. ↑ ^{a b} Jürgen Wedler, Manfred Thömmes, Olaf Schott: The balance sheet. 25 years of planning and building the Stuttgart S-Bahn . Kohlhammer, Stuttgart 1993, ISBN 3-925565-03-5 , pp. 354-356 .
183. ^ S-Bahn south bypass necessary , Nürtinger Zeitung- Wendlinger Zeitung, December 4, 2012.
184. ↑ ^{a b The} future of rail transport in the Stuttgart region. on the website of the Transport Science Institute at the University of Stuttgart e. V.
185. ↑ ^{a b} Thomas Faltin: The S-Bahn should run to Neuhausen as early as 2019 . In: Stuttgarter Zeitung . February 21, 2013, p. 19 ( stuttgarter-zeitung.de ).
186. ↑ ^{a b} Verband Region Stuttgart : Session No. 173/2013 Transport Committee on February 20, 2013 for resolution - public session. On agenda item 2: S-Bahn Neuhausen (PDF, 1.2 MB), pp. 3, 4, 8.
187. ^ S-Bahn south bypass necessary , Nürtinger Zeitung- Wendlinger Zeitung, December 4, 2012.
188. ↑ Reiner Ruf: Swan song at the Filderbahnhof plus . In: Stuttgarter Zeitung . No. 89 , April 17, 2013, p. 20 .
189. ↑ Thomas Durchdenwald: Region is investigating new routes on the Fildern . In: Stuttgarter Zeitung . tape 73 , January 26, 2017, p. 22 ( stuttgarter-zeitung.de ).
190. ↑ Alexander Ikrat: S-Bahn over the Filder will be expensive . In: Stuttgarter Nachrichten . tape 73 , no. 24 , January 30, 2018, p. 10 .
191. ↑ Thomas Durchdenwald: Do you need 1st class on the S-Bahn? In: Stuttgarter Nachrichten . tape 73 , no. 264 , November 15, 2018, p. 20 (similar version online at stuttgarter-zeitung.de ).
192. ^ Konstantin Schwarz: Rail traffic in Stuttgart - S 21: Regional President rejects the demand of the BUND. In: Stuttgarter Zeitung. September 25, 2018, accessed February 5, 2019 . 
193. ↑ The district of Göppingen is catching up with local public transport through the VVS. ( Memento of December 28, 2013 in the Internet Archive ) VVS, March 14, 2013.
194. ↑ Meeting template for the meeting of the transport committee on July 11, 2011 of the district of Böblingen  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. .  
195. ^ Leonberger Kreiszeitung on July 12, 2011. ( Memento from July 15, 2011 in the Internet Archive )
196. ^ Region buys eight more S-Bahn trains , Stuttgarter Zeitung , article from October 27, 2011.
197. ^ Vaihinger Kreiszeitung: Talking about S-Bahn extension , article from March 22, 2011, accessed on August 2, 2011.
198. ↑ Stuttgarter Zeitung : S-5 extension is getting closer , author: Markus Klohr, article from March 19, 2011, accessed on August 2, 2011.
199. ↑ Melanie Braun, Markus Klohr: Metropolitan trains block S-5 extension . In: Stuttgarter Zeitung . No. 70 , March 25, 2015, p. 73 ( stuttgarter-zeitung.de ).
200. ↑ More direct trains because of Stuttgart 21 . In: Bietigheimer Zeitung . tape 147 , no. 169 , July 25, 2018, p. 11 ( online ).