Change 21

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Switch 21 is a proposal from the Stuttgart-21 - critics groups to redesign the project which is already under construction. According to the company, the aim of the proposal is to make the railway junction more compatible with the city, more efficient and more cost-effective. It partially coincides with the requirements of the VCD , the Filder Protection Association , the Baden-Württemberg Ministry of Transport and the long-term local transport planning of the Stuttgart Region Association (VRS). It can be seen as the successor to the much discussed concept of terminal station 21 and takes into account the trades already created at the time of the proposal. Before the 2018 update , however, the tunnel sections that were almost half excavated at the time were not taken into account.

Emergence

At the end of 2015, the architectural historian Norbert Bongartz, the freelance architect Peter Dübbers, the media engineer Klaus Gebhard and Werner Sauerborn founded the Umstieg 21 working group , which pursues the goal of alternative planning for the renovation of Stuttgart Central Station.

At that time it was already becoming apparent that the construction work on Stuttgart 21 would not go quite as smoothly as planned, the client had already admitted construction delays of up to 2 years. Furthermore, from the point of view of the Stuttgart 21 critics, it became apparent that the planned, redesigned railway junction would not be able to keep the performance promises made at the beginning of the project. They also feared further cost increases. The client assumed costs of 6.5 billion euros. Other experts, including the Federal Audit Office, calculated up to 10 billion euros. A more cost-effective solution for a more efficient railway junction should be found, while the existing construction progress should be taken into account.

In June 2016, the concept was presented to S-21 opposition circles. For this purpose, a 48-page brochure was created and published, and a projector lecture was developed for information events in the Stuttgart metropolitan region. The previous 3 editions of the printed brochure reached 5,000, 2,000 and again 2,000 copies. By the end of January 2017, 20 information events on the concept followed in Stuttgart and the surrounding area, as well as in Reutlingen, Mössingen and Schwäbisch Hall.

The survey by Infratest dimap of February 14, 2017, according to which 63% of Baden-Württemberg residents were in favor of a serious investigation into Umstieg 21 , was received with surprise by the concept developers. In the same survey, 49 percent rated Stuttgart 21 as largely correct.

Main features

cost cutting

The decision to build Stuttgart 21 has now turned out to be wrong. Keeping to the project because of the expenses already made is not permissible from a rational point of view. These are to be recognized as sunk costs . Switching 21 is cheaper by up to 6.5 billion euros, even taking into account the exit from Stuttgart 21 and is therefore preferable.

Traffic expansion of the terminus station

The concept provides for the construction pits already excavated for the underground station to be used to expand the terminal station downwards and to develop it into a multimodal transport hub.

On the lowest level, just above the groundwater level, there is a parking deck for short-term parking, rental cars and car sharing. Access to this parking level should be via a short ramp next to Schillerstrasse and a 125 m long tunnel access. A spiral exit spiral that can be used at the same time already exists; all that is required is a 5 m wide opening through the Schlossgarten underground car park wall.

On a level between the parking deck and the platforms, the concept provides a level for bicycle parking spaces and a central bus station . In the already excavated pit, there would be enough space for e-bike rental, a bicycle parking space and 18 bus platforms. Long-distance buses should be accessed via Wolframstrasse and Am Schlossgarten . Travelers would have access both from the palace garden and from the large ticket hall or the central entrance of the Bonatz building .

The platforms of the terminal station are to be extended again to the Bonatz building, with a cross platform that is 20 meters wide, twice as wide as before the reduction of the terminal station by the Stuttgart 21 construction work, is to be kept free as a passenger distribution area with elevators to the floors below.

Expansion of the Bonatz building and its surroundings

The Bonatz building of the main train station is to be supplemented and expanded, partly based on its condition before the start of the Stuttgart 21 construction work.

  • Changeover 21 provides for a four-arched glass roof over the platforms, possibly equipped with solar cells. This arrangement aesthetically accommodates the eight existing arches of the passages to the platforms without protruding above the roof of the Bonatz building.
  • The existing post platforms are to be eliminated, and the passenger platforms are to be widened accordingly to up to 12 m.
  • The south wing is to be rebuilt in a modern design taking into account the former proportions. It should accommodate waiting, club and assembly rooms and, together with the outdoor, gastronomically managed “park terraces”, create a connection to the palace garden .
  • The north wing is to be restored in a similar way, with taxi stands and “Kiss & Ride” parking spaces in front of it.
  • The existing head platform hall is to receive more daylight through skylights.
  • An amphitheater is to be built in the excavation in the middle palace garden , which has also already been excavated, as a replacement for the state pavilion that was demolished due to Stuttgart 21 and as a non-commercial cultural meeting point.

The concept places particular emphasis on the rapid restoration of the park, the central palace garden . In contrast to the continuation of Stuttgart 21, trees could be planted there up to Schillerstrasse.

Earlier urban development

Umstieg 21 claims to have recognized that most of the areas in the Stuttgart metropolitan area freed up by Stuttgart 21 can also become vacant if the terminus station is retained. Furthermore, that these areas would already be available for urban development when the construction of the underground station and its numerous tunnel entrances were completed. Hence the concept suggests:

  • To make the area around the north station immediately available for urban development. Residential development for around 1,000 apartments is expected.
  • Calling the new district on this area “New Prague”.
  • The sidings Stuttgart-Rosenstein adapt to the needs and about to dismantle half. Stuttgart 21 plans to completely dismantle it and replace it with the Untertürkheim parking station .
  • The areas freed up as a result are to be added to the Lower Palace Garden and also made accessible via the narrower track areas with pedestrian bridges. With reference to the climate atlas published by the City of Stuttgart in 2008, building development on these areas is considered taboo , since open track and parking areas are effective cold air generation areas that would help ventilate the Stuttgart basin.

Rail transport development

In addition to changes to the terminus station and the urban development, Umstieg 21 makes numerous suggestions to expand rail traffic in and around the Stuttgart rail hub. In part, these demands coincide with the demands of other institutions involved in rail transport.

Powerful connection of the new line

Since the concept is based on the non-realization of the underground station in Stuttgart, the question arises as to how the new Wendlingen – Ulm line should be connected with the Stuttgart main station.

After measuring the existing line or the line planned as part of Stuttgart 21, the conclusion was drawn that the existing line was only slightly longer (28.9 km by 27.4 km) than the new line with a stop at Filderbahnhof and therefore one similar driving time. The double-track expansion of the connection between the NBS and the existing Neckar Valley line, which is already planned to be single-track with Stuttgart 21, would make it possible to dispense with the Stuttgart 21 sub-project without losing travel time on the main line for Europe . Corresponding cost advantages are expected compared to the variant with the new Stuttgart – Wendlingen line , Filderbahnhof and Fildertunnel .

This demand for an efficient connection of the NBS to the Neckartal and Filstalbahn coincides with a demand of the parliamentary group of the Greens in the state parliament of Baden-Württemberg and the Bundestag member Matthias Gastel , but with different motives. The Green parliamentary group calls for the expansion, as it assumes that the NBS will be completed long before the completion of the Stuttgart 21 project and wants to use the advantages of the NBS in the meantime.

S-Bahn ring closure Fildern <=> Neckar valley

As part of the concept development, the population numbers along the Herrenberg - Vaihingen - Kirchheim / Teck axis were examined. This axis has grown to 448,260 inhabitants over the past few decades due to the A 8 , A 81 motorways and the construction of Stuttgart Airport . The "chronic blockages" of the A 8 would indicate a high need for mobility, but the official rail expansion plans left a gap of 14 kilometers between Neuhausen / Filder and Köngen or Wendlingen .

In order to cover the assumed traffic demand, an S-Bahn line from Neuhausen (connection to the existing S-Bahn network), via the Sulzbachtal railway overpass that has already been built for Stuttgart 21 , north around Köngen to Wendlingen station , is also connected to the existing S-Bahn network. An additional stop on the north-western edge of Köngen should be created. This routing opens up numerous possibilities for S-Bahn lines that meet the demand, relieves the main S-Bahn route in the city center and makes more sense than expanding the A 8 to meanwhile 8 strips.

The Stuttgart Region Association , operator of the Stuttgart S-Bahn , is also considering a ring closure between the airport and Neckar Valley in the long term. The current plans (as of 2016) provide, unlike switch 21 , to use the Wendlingen – Ulm high-speed line for the S-Bahn as well. This would then mean mixed traffic with S-Bahn, regional trains and high-speed traffic. In contrast to the suggestion of changeover 21, this suggestion does not open up any new stops along the route and bypasses the S-Bahn stops Bernhausen, Sielmingen and Neuhausen.

The Leinfelden-Echterdingen city ​​councilor Thaddäus Kunzmann and the Filder community are also calling for a ring closure between the airport and the Neckar valley.

Express train to the airport

An express S-Bahn, an S-Bahn without intermediate stops, could be set up between Stuttgart Central Station and the airport without any infrastructure measures. That would reduce the travel time from the current 27 minutes to 20 minutes. Since there is also no walking distance between the long-distance stop of the high-speed line and the airport, this travel time is hardly longer than the journey with the ICE through the Filder tunnel. Likewise, the journey at € 4.00 is significantly cheaper than a long-distance ticket for € 14.40.

Preservation of the Panoramabahn

The part of the Gäubahn on the Stuttgart district is known as the Panoramabahn .

Here Umstieg 21 follows a concept developed by the Verkehrsclub Deutschland for the development of this route for local transport. It provides for up to 11 new stops between the main train station and Vaihingen and has more than 32,000 residents within a 500 m radius of these stops. The travel time for the entire route to Stuttgart-Vaihingen is 19 minutes.

Although the Stuttgart 21 project envisages the dismantling of the panorama route, the “father” of Stuttgart 21, Gerhard Heimerl , is committed to maintaining it. He is convinced that in the long term the use of the route from Vaihingen to the Nordbahnhof will be useful and necessary. The SPD parliamentary group in the Stuttgart Region Association makes similar considerations. The city of Stuttgart, on the other hand, rejects the idea of ​​maintaining above-ground Gäu Railway tracks, as this goes against their urban planning goals.

Third pair of tracks to Bad Cannstatt

The first Rosenstein tunnel from 1846.
The first Rosenstein tunnel from 1846.

The unanimous opinion among traffic experts is that the capacity of the Stuttgart rail hub, both before and after the planned redesign by Stuttgart 21, is primarily limited by the access routes. See z. B. the expansion options of the underground station not about additional platforms, but just additional feeder tracks.

Umstieg 21 proposes a fifth and sixth track in the direction of Bad Cannstatt to increase capacity . For this purpose, the existing Rosenstein tunnel from 1846 should be widened and put back into use. Together with the renewed construction of a bridge over the Neckar at this point, it is possible to completely disentangle long-distance, local and S-Bahn traffic.

Third pair of tracks to Zuffenhausen

A fifth and sixth track are also feasible and useful in the direction of Zuffenhausen, i.e. in the direction of the high-speed line to Mannheim. The space required for this is already available:

  • Corresponding crossings-free passages are already available in the track mountains of the terminal station and are currently used by the construction logistics road. The planners of the terminus station would have foreseen this expansion 100 years ago.
  • The route currently used by the Baulogistik-Straße can also be used from the Nordbahnhof to the Pragsattel.
  • A required third tunnel through the Pragsattel is only 700 meters long.
  • The Feuerbach station will already be suitably converted in the course of Stuttgart 21, which is welcomed.
  • There are already 6, sometimes even 8 tracks between Feuerbach and Zuffenhausen.

Umstieg 21 , for example, promises to be able to disentangle S-Bahn, local and long-distance transport to the north, with a corresponding gain in capacity and reliability.

The demand for a third pair of tracks to the north coincides with suggestions from Stuttgart-21 co-designer Gerhard Heimerl and S-21 opponent Klaus Amler from the environmental alliance Umkehr Stuttgart.

Update 2018

On January 22, 2018, the Umstieg 21 working group presented the so-called Update 2018 . It supplements the suggestions made previously with further possible measures and considerations.

  • The new building of the Lindenmuseum, for which the city of Stuttgart and the state of Baden-Württemberg are looking for a building site, could take place behind the former railway headquarters building on Heilbronner Strasse, and this could also be included.
  • A curved, barrier-free pedestrian walkway between the north entrance of the Bonatz building and the railway management building could make this accessible to the public.
  • The Friedrichstrasse / Schillerstrasse intersection could be replaced by a large, green roundabout.
  • The Lindenmuseum could use the tubes of the Feuerbach tunnel and the Bad Cannstatt tunnel not only for an archive, but also for exhibitions. One possibility is the representation of the earth's history in the form of a timeline along the tunnel.
  • With Umstieg 21 , the city of Stuttgart can organize the International Building Exhibition again, which would otherwise be impossible due to the delayed completion of Stuttgart 21.
  • The construction site of the underground station trough is the better area for the interim opera, which the city of Stuttgart wants to set up in the building of the parcel post office in 2020/2021.
  • Tunnels that have already been built could be used for city logistics, i.e. the supply of inner-city shops with electric vehicles.
  • Half of the four-track bridge over the Neckar, which was half finished at the time of the presentation, could be used for the S-Bahn. A cycle and footpath between Bad Cannstatt and Stuttgart should be built on the other half.
  • A double-track connection of the new Wendlingen-Ulm line is very easy to implement with the proposals made in 2016 and would significantly increase the performance of this connecting curve.
  • The station Wendlingen could be developed for ICE to the rapid transition to the S-Bahn to the airport (with the previously proposed S-Bahn-Ring circuit) to allow.

costs

A report published on October 5, 2016 by the Vieregg-Rössler consultancy calculates the costs for the intended changeover to around 3.35 billion euros from the taxpayer's point of view and 3.7 billion euros from the perspective of Deutsche Bahn AG . The costs for the exit from Stuttgart 21 were estimated at 1.8 billion euros at the time of the report and are included. The further construction of the underground station is therefore around 6.5 billion euros more expensive than the switch at 9.8 billion euros.

An update of this report in December 2017 resulted in savings of up to 5 billion euros from the taxpayer's point of view compared to the unchanged continuation of Stuttgart 21.

Public reception

In July 2016, the concept was presented to the public and mentioned for the first time in national media.

A survey by the opinion research institute Infratest Dimap , presented on February 14, 2017, showed that 63% of those questioned support an examination of the Umstieg 21 concept. In the same survey, 54% of those questioned considered the referendum on Stuttgart 21 to be still binding, despite the cost increase to over 6.5 billion euros that had become known at the time of the survey.

In January 2019, the parliamentary group Die Linke submitted three motions on the future of Deutsche Bahn, including the demand to develop an " alternative concept for the renovation of the Stuttgart rail junction based on the 'Umstieg 21' 'concept." All of these motions were approved , like the motion of the parliamentary group of the FDP, rejected on January 17th.

In March 2019, the Deutsche Bahnkunden-Verband (DBV) requested that Stuttgart 21 be canceled in the form planned at the time and suggested that switch 21 be implemented instead.

Hearing in the Bundestag

On June 11, 2018, the Umstieg 21 concept, along with other possible alternatives to Stuttgart 21, was the subject of a hearing in the Bundestag . The left-wing parliamentary group demanded with an application ( Bundestag printed paper 19/480) the demolition of the construction of the new underground through station in favor of the change. The project is largely uneconomical, but Umstieg 21 is a well thought-out and convincing concept.

Hannes Rockenbauch , invited expert from the left-wing parliamentary group, pleaded for an exit from Stuttgart 21. They already have a functioning terminus station, the change is cheaper than continuing to build.

Thomas Bopp from the Verband Region Stuttgart, however, spoke out in favor of continuing the project. A terminus station is not suitable for local transport in the Stuttgart region.

Even Manfred Leger , CEO of DB project Stuttgart-Ulm GmbH , spoke in favor of the continuation of the Stuttgart 21 project. It is well advanced.

Professor Ullrich Martin , Director of the Transport Science Institute (VWI) at the University of Stuttgart, complained in a hearing in the Committee for Transport and Digital Infrastructure that "the alternatives known to him are not a coherent concept and are rather a collection of variants that are not compatible with one another" .

Matthias Lieb from Verkehrsclub Deutschland criticized the planning and implementation of Stuttgart 21. The bottleneck analyzes were methodologically inadequate, there were hidden bottlenecks. Nevertheless, a construction freeze is not realistic, but there should not be an unchanged “business as usual” either.

The former board member of Deutsche Bahn , Thilo Sarrazin , criticized the "from the start unrealistic cost estimates" of the Stuttgart 21 project. Railway representatives and politicians interested in the project had glossed over the costs so as not to endanger the project.

The first press reactions to the hearing describe a continuing irreconcilability between Stuttgart 21 supporters and critics.

criticism

As a first reaction to the survey results of February 14, 2017, all Stuttgart 21 project partners emphasized that the existing contracts will be kept unchanged.

Baden-Württemberg's transport minister Winfried Hermann described the proposal in an interview with Deutschlandfunk at the end of November 2017 as "quite naive".

The transport policy spokesman for Bündnis 90 / Die Grünen in the Bundestag, Matthias Gastel , described Umstieg 21 in mid-December 2017 as unconvincing. The change is actually an exit. The proposed bus station would hardly be full, there would be ruins and a change would mean years of delays.

Brigitte Dahlbender , state chairwoman of the BUND in Baden-Württemberg , described in the course of the presentation of the combination model of her association the "changeover concept not feasible and also not realistic" . The BUND combination model provides for the end station to be retained, reduced to 8 tracks, together with the underground station.

Clarissa Seitz, former spokeswoman for the action alliance against Stuttgart 21, declared in February 2019 "a change or exit no longer seems possible". At the same meeting, State Transport Minister Winfried Hermann, among others, called for parts of the terminal station to be retained or to be replaced by underground tracks in the same location.

Web links

Individual evidence

  1. ↑ "The project is on the brink" . In: Stuttgarter Zeitung, May 31, 2017
  2. ↑ a b Contact / Imprint. In: Umstieg 21. Retrieved on February 23, 2017 .
  3. ↑ "Majority in favor of checking the switchover concept" in: Stuttgarter Zeitung, February 15, 2017
  4. ↑ a b Chapter 3: The new Bonatz building as a public station. In: Umstieg 21. Retrieved on February 19, 2017 .
  5. ↑ Chapter 4: Change opens up urban development opportunities. In: Umstieg 21. Retrieved on February 21, 2017 .
  6. ↑ Chapter 5.1: From the new line to the terminus. In: Umstieg 21. Retrieved on February 21, 2017 .
  7. ↑ Transport policy: the new Wendlingen - Ulm line should not wait for Stuttgart 21. In: Website of the parliamentary group of the Greens in the Baden-Württemberg state parliament. February 16, 2017. Retrieved February 21, 2017 .
  8. ↑ Chapter 5.2: The change makes it possible: S-Bahn ring closure from the Fildern to the Neckar valley. In: Umstieg 21. Retrieved on February 21, 2017 .
  9. ^ Verband Region Stuttgart (ed.): Long-term concept for the expansion of the rail infrastructure in the Stuttgart region . May 13, 2016, points 2.5.2 and 3.3.4 ( online , - see also Transport Committee, meeting No. 22 of June 1, 2016 ).
  10. ↑ Stuttgarter Zeitung: Panel discussion of the protection community Filder: The traffic planning remains a bone of contention . In: stuttgarter-zeitung.de . February 29, 2016 ( stuttgarter-zeitung.de [accessed February 21, 2017]).
  11. ↑ Open letter from the Filder Association to Chancellor Angela Merkel and Minister of Transport Alexander Dobrindt | Terminal station-21.de. October 22, 2014, accessed February 21, 2017 .
  12. ↑ Chapter 5.3: Express S-Bahn. In: Umstieg 21. Retrieved on February 22, 2017 .
  13. ↑ Chapter 5.4: The Gäubahn becomes the Stuttgart Panoramabahn. In: Umstieg 21. Retrieved on February 22, 2017 .
  14. ^ The Stuttgart Panorama Railway. Retrieved February 22, 2017 .
  15. ↑ Stuttgarter Nachrichten: Stuttgart 21: Heimerl: Gäubahn line becomes important . In: stuttgarter-nachrichten.de . March 13, 2015 ( stuttgarter-nachrichten.de [accessed February 22, 2017]).
  16. ↑ Stuttgarter Zeitung: Stuttgarter Panoramastrecke: SPD discusses the chances of the Gäubahntrasse . In: stuttgarter-zeitung.de . July 10, 2016 ( stuttgarter-zeitung.de [accessed on February 22, 2017]).
  17. ↑ Discussion about the Gäubahn: City pushes for the development of its areas Press release of the City of Stuttgart from February 7, 2019
  18. ↑ Chapter 5.5: Optimization of the southern access routes. In: Umstieg 21. Retrieved on February 22, 2017 .
  19. ↑ Chapter 5.6: Optimization of the northern approach routes. In: Umstieg 21. Retrieved on February 23, 2017 .
  20. ↑ Stuttgarter Nachrichten: Interview on Stuttgart 21: “We shouldn't obstruct anything now” . In: stuttgarter-nachrichten.de . April 18, 2016, p. 2 above ( stuttgarter-nachrichten.de [accessed on February 23, 2017]).
  21. ↑ Recording of the press conference for the presentation of Update 2018 , January 22, 2018, video 57 minutes.
  22. ↑ Ways out of the debacle: Update on the Umstieg 21 concept. In: Umstieg 21. Accessed January 27, 2018 .
  23. ^ Adrienne Braun: Völkerkunde-Museum in Not. In: Stuttgarter Nachrichten. October 14, 2016, accessed January 27, 2018 .
  24. ↑ Thomas Braun: Practical test in the interim opera. In: Stuttgarter Nachrichten. December 8, 2017, accessed January 27, 2018 .
  25. ^ Vieregg-Rössler GmbH (Ed.): Costs of "Umstieg 21" . Munich October 5, 2016, p. 15 ( umstieg-21.de [PDF]).
  26. ↑ Vieregg-Rössler GmbH (Ed.): Determination of the exit costs for the Stuttgart 21 project at the beginning of December 2017 . Munich December 13, 2017, p. 12 .
  27. ↑ Matthias Breitinger: S21 opponent: "We are counting on the certain failure of Stuttgart 21" . In: The time . July 15, 2016, ISSN  0044-2070 ( zeit.de [accessed February 14, 2017]).
  28. ↑ Stuttgarter Zeitung: Big demo on the Stuttgarter Schlossplatz: S21 opponents feel a tailwind . In: stuttgarter-zeitung.de . July 17, 2016 ( stuttgarter-zeitung.de [accessed February 14, 2017]).
  29. ↑ Stuttgarter Zeitung: Survey on Stuttgart 21: Majority in favor of examining the changeover concept . In: stuttgarter-zeitung.de . ( stuttgarter-zeitung.de [accessed on February 14, 2017]).
  30. ↑ Two thirds of Baden-Württemberg residents for “serious examination of the switchover concept”. In: press releases. Action alliance against Stuttgart 21, February 14, 2017, accessed on February 14, 2017 .
  31. ^ Motions from the left-wing parliamentary group on the future of Deutsche Bahn rejected. In: Documents. German Bundestag, January 17, 2019, accessed on January 18, 2019 .
  32. ^ Baden-Wuerttemberg: Railway customers association calls for project "Stuttgart 21" to finally sink. In: LOK Report. March 25, 2019, accessed March 28, 2019 .
  33. ↑ Experts still at odds with a view to the “Stuttgart 21” rail project on: bundestag.de
  34. ↑ Christian Milankovic: In Berlin the S-21 positions collide. In: Stuttgarter Zeitung. June 11, 2018, accessed June 11, 2018 .
  35. ↑ Thomas Wüpper: The fronts in matters S 21 have hardened further. In: Badische Zeitung. June 11, 2018, accessed June 11, 2018 .
  36. ↑ Stuttgarter Zeitung: Reactions to the survey: City, country and region remain on the S-21 course . In: stuttgarter-zeitung.de . February 14, 2017 ( stuttgarter-zeitung.de [accessed February 18, 2017]).
  37. ↑ Winfried Hermann zu Stuttgart 21 ": We will not contribute to the additional costs". In: Deutschlandfunk. November 30, 2017, accessed on December 25, 2017 : “You can no longer say like the park guards, we'll make an underground car park out of it. That's pretty naive. "
  38. ↑ Benno Stieber: Protests against Stuttgart 21: Trapped in a billion-dollar grave. In: taz. December 11, 2017. Retrieved December 25, 2017 .
  39. ↑ BUND gives up the fight against S21 and wants a combined solution in: Stuttgarter Zeitung from September 18, 2018
  40. ↑ Greens: New tracks, but underground in: Stuttgarter Zeitung of February 28, 2019