Connecting railway (Stuttgart)

Stuttgart Hbf – Stuttgart Österfeld
Route number (DB) :	4861 (Stuttgart Hbf – Filderstadt) 4864 (turning system S-Schwabstraße)
Course book section (DB) :	790.1-6
Route length:	9.4 km
Gauge :	1435 mm ( standard gauge )
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	38  ‰
Top speed:	100 km / h
Legend Frankenbahn from Ludwigsburg Stuttgart North Station Filstalbahn from Ulm Nordkreuz (planned) Gäubahn from Singen Rosenstein tunnel (under construction) to Stuttgart Hbf Stuttgart Mittnachtstrasse under construction −0.5 Beginning of the S-Bahn tunnel (km −0.498) −0.4 (Threading at km −0.379 under construction) 0.1 Stuttgart Central Station (deep) 227.00 m 1.1 Stuttgart city center 244.10 m 1.7 Stuttgart Feuersee 256.97-262.09 m 2.5 Stuttgart Schwabstrasse 276.56-277.15 m Stuttgart Schwabstrasse turning system Gäubahn Stuttgart ↔ Singen 7.5 Stuttgart University 8.2 End of the S-Bahn tunnel (km 8,290) 8.4 13.9 (Change of route) Gäubahn from Stuttgart Hbf 14.1 Stuttgart Österfeld Gäubahn to Singen Swell:

S-Bahn railcars at the south portal of the Hasenberg tunnel, above the rails of the Gäubahn (June 2005). In the background the university.

As a connecting web which extends in the tunnel route is Stuttgart train between the ramp main station and the portal link at the Gäubahn located breakpoint Österfeld designated. It connects the Stuttgart valley basin with the Filder plateau underground . The term originated during the planning of the route in the 1960s, when similar projects for the Munich S-Bahn and the Rhein-Main S-Bahn were also mentioned as a connecting line .

The tunnel consists of two sections: the 2.6-kilometer-long S-Bahn line between the Hauptbahnhof and Schwabstraße stations and the 5.5-kilometer Hasenberg tunnel that leads up to the Filder plain .

It is equipped with a total length of 8,788 meters is the longest suburban railway tunnels of Germany and was from 1985 until the opening of the ridge tunnel (1988) of the longest railway tunnel in Germany. As part of the Stuttgart 21 rail transport project , a northern extension of the tunnel to Stuttgart Mittnachtstrasse station is under construction. As a result, the tunnel will have a length of 9,818 meters from the completion of the tunnel extension planned for 2025.

The first section was built in the years 1971 to 1978 for the most part using the cut-and-cover method; mining was only used for the turning loop and for a short section between the main station and the city ​​center . The second section was built from 1979 to 1985, with the exception of the university station, using mining techniques.

The stations along the route are used by 153,000 travelers and visitors every day (as of 2015). According to other information, 240,000 passengers get on and off every day between Feuersee and the main train station, 140,000 of them at the main train station. With the commissioning of Stuttgart 21 , these numbers should decrease by around 20 percent. Around 250,000 of the total of 800,000 boarding and alighting passengers a day are counted between Schwabstrasse and the main train station (as of 2016). In 2030, the most heavily used section of the S-Bahn network, with 147,200 passengers per day, is to be between the main station and Mittnachtstraße. 127,800 passengers are expected between the main train station and the city center.

history

planning

The Lord Mayor of Stuttgart, Arnulf Klett , proposed in a letter dated July 11, 1949 to the Deutsche Reichsbahn in the United Economic Area, a 1200-meter-long tunnel from the main station to the Alte Postplatz south of Rotebühlplatz and offered the city a financial contribution. It was supposed to take up the Stuttgart suburban traffic operated by electric multiple units since 1933 .

The Deutsche Bundesbahn then had a study carried out, which was published in 1956 in a memorandum in the magazine “ Die Bundesbahn ”. For the first time, the plans envisaged a continuation of the route to the Gäubahn in order to be able to offer fast connections for commuters in the south and south-west of the surrounding area. For this purpose, three variants of 40 to 50 ‰ steep routes between Stuttgart Hauptbahnhof and -Vaihingen were proposed. The distances between 5.1 and 8.7 kilometers should be able to be mastered in a travel time of 11 to 21 minutes. Vehicles of the ET 30 series were intended for operation. A four-track underground station Stadtmitte was to be built under the then newly emerging Theodor-Heuss-Straße , where half of the trains coming from the main station were to turn. The station under the main train station was also to have four tracks, based on a concept that would allow flexible operations management, which was later implemented at the S-Bahn station under Frankfurt main train station . Another underground station was planned for the west of Stuttgart under the name Schwabstrasse .

The connecting railway was also included in the general traffic plan of the city of Stuttgart from 1962 and 1965 as well as the general traffic plan of the state of Baden-Württemberg from 1965. In 1964, the Basel institute Prognos presented a forecast report prepared on behalf of the city.

On December 8, 1964, the Stuttgart Federal Railway Directorate submitted a detailed proposal for the construction of a connecting railway to the DB headquarters as a result of traffic, structural and operational studies. As a result, on July 6, 1965, the Stuttgart Federal Railway Directorate received the order to plan this connecting railway. At the end of the 1960s, the roughly calculated construction costs for the connecting railway between the ramp at the main train station and Stuttgart-Dachswald, at the price level in 1966, were 465 million DM.

There was initially no progress on the financing issue. In 1964 the Federal Railroad published a planning report that differed from the memorandum of 1955 in the following main points:

• Only three tracks were planned for the Hauptbahnhof and Stadtmitte stations
• the tunnel connecting to the Gäubahn should be stretched and the gradient reduced to 35 ‰. In the Dachswald residential area in Vaihingen , the line was to flow into the Gäubahn, where a stop was also to be created that would serve the Pfaffenwald University of Stuttgart , one kilometer away .

In 1967 the city of Stuttgart decided to dispense with a previously planned sub-paving tram parallel to the connecting tram and to leave the development of the area to the connecting tram . An additional Feuersee station was planned between the city center and Schwabstrasse. In order to improve the quality of service, all trains coming from the main station should serve all stations up to Schwabstraße. In the same year, the Federal Railroad then developed the operating concept for the inner city tunnel, which was later implemented:

• Two tracks with an island platform at all stations: Hauptbahnhof, Stadtmitte, Feuersee and Schwabstraße. The Federal Railroad emphasized the high level of clarity for passengers and the transfer options on the same platform.
• Turning loop with the possibility of overtaking after the Schwabstrasse station. In view of the numerous trains turning there, the Federal Railroad found a turning loop, despite the higher construction costs, for more economical than blunt-ended underground turning tracks.
• The reduction to two tracks made it possible to move the Hauptbahnhof station in the direction of the city center under the narrow Lautenschlagerstraße, which made it possible to transfer to the light rail system and to take shorter footpaths to the city center, with the same transfer options to the above-ground part of the main station.

The planning was based on the same design elements with regard to clearance profile, standard cross-section, platform dimensions , arc radius and gradient limit dimensions that were previously used for the connecting railways in Frankfurt and Munich. The planned gradients of up to 40 ‰, in conjunction with the targeted 2.5-minute route cycle, meant that initially only the particularly powerful vehicles of the 420 series could be used.

The construction of the connecting railway was the subject of the 1st contract for the Stuttgart S-Bahn, which was concluded in 1971.

In 1973, a university staff council member criticized the planned connection of the Pfaffenwald location via the Dachswald breakpoint as inadequate, which led to rescheduling. Following a recommendation by the Stuttgart traffic scientist Gerhard Heimerl , the tunnel was planned to be extended with a stop directly under the campus, to end after a left curve in front of today's Österfeld stop on the Gäubahn.

Construction of the inner city route (Mittnachtstrasse–) Hauptbahnhof – Schwabstrasse

After the underground structure for the three traffic levels Klett-Passage , Stadtbahn and S-Bahn station, and on July 5, 1971 the construction of a new flyover structure in the front of the main train station began in May 1971 , the first construction work for the actual connecting line in April 1972 with the tunnel parallel under the platforms of the main train station and the crossing under the reception building.

Mittnachtstrasse (under construction)

This station is part of the Stuttgart 21 rail project and is currently in the construction phase. The station will be connected to the existing rail network via a new route. The new station will relieve the Hauptbahnhof S-Bahn station as a transfer station.

Central Station

Central station (deep)

A number of points connect to the north of the double-track platform system . On the one hand, this enables a track change between the main tracks, on the other hand, there is a branching into four tracks in this area. The longitudinal incline in the platform area is 2 ‰ and changes to an incline of initially 32 ‰ towards the north and 37 ‰ (in the area in front of the track).

When building the section under tracks 1 to 3, at no time should more than one above-ground track be withdrawn from rail traffic. A makeshift platform was therefore built on track 1a to the north-west and the excavation pit was divided lengthways into two lateral sections. The structure was built using the top-down method with an outer and an inner shell. The outer shell consisted of a bored pile wall that was up to 28 meters deep on the outside and along the middle. A cover was erected on it, on which the tracks and platforms were restored by May 1974. Rail operations were then resumed without restrictions. Under this cover, the construction pit was dug from top to bottom and an inner shell was created, which consisted of a base and inner walls and carried the ceilings for up to three mezzanine floors. An underground car park with 120 parking spaces was installed on the top mezzanine floor, which was also designed as a gas and radiation- proof civil defense system to accommodate 4500 people. The inner shell was completed at the end of 1975.

The most difficult part of the connecting line from a structural point of view was the 74.6 meter long and around 25 meter wide crossing under the listed station building in the area of ​​the small counter hall. Among the alternatives mining undercrossing and demolition with detailed reconstruction, the decision was made here to use a top-down method. To relocate the building load to the new external supports, the foundation walls were concrete cuffs coated, d. H. Pairs of concrete beams that were braced together. Support girders were erected under the cuffs, which rest on the newly built outer supports. After the sleeves and beams had been completed, hydraulic presses were used to establish a positive connection between them until the force on the presses corresponded to the building load. The repositioning was completed by replacing the presses with wedges. The resulting settlement of the small counter hall was limited to 1 millimeter. Then the old building foundations were removed, the construction pit dug and in September 1973 the internal shell construction could begin.

The construction of the joint building under the station forecourt with Velcro passage, tram station and section of the S-Bahn station was the responsibility of the city of Stuttgart.

According to the tender, the section between the main train station and the city center should be built continuously using the open construction method. A bidding consortium suggested, however, that a 322-meter-long section between Thouretstrasse and Fürstenstrasse should be mined using the knife-advance method with an overburden of eight to ten meters. This was chosen as the most economical solution.

However, the settlement of the road above, predicted to be 5.0 centimeters, reached 50 centimeters in places, so that a renewal of the sewer system and road surface was necessary. In the subsequent open section, an emergency exit was installed in front of Kanzleistraße . This section was completed in June 1973 as the first construction section of the connecting line in the shell.

City center

City center

Lake of fire

Schwabstrasse

From November 1972, a 22.5-meter-wide structure with a 12.8-meter-wide platform was erected under the 45-meter-wide Theodor-Heuss-Strasse in front of Rotebühlplatz, the Stadtmitte station. The platform area was designed as a civil protection room for 4,500 people, which can be used after the S-Bahn traffic has ceased. In addition, as a preliminary construction work for the Stuttgart Stadtbahn, a crossing tunnel section was built, which was put into operation on October 31, 1983. The western access to the passage under Rotebühlplatz was integrated into the inner courtyard of a new building belonging to the Allgemeine Rentenanstalt.

In the mid-1950s, the station was planned to have four tracks, with two central platforms. In the south end, two sidings with a length of 170 meters were planned to be located in the middle between the two main tracks.

The Stuttgart S-Bahn was opened with a ceremony on September 29, 1978 at the Stadtmitte stop. At 9:45 a.m., special railcars first arrived from the endpoints at that time - Weil der Stadt, Ludwigsburg and Plochingen. Federal Transport Minister Kurt Gscheidle , Stuttgart's Lord Mayor Manfred Rommel , Railway Chief Wolfgang Vaerst and District Administrator Horst Lässing held the opening speeches.

With around 61,100 travelers per day, the station was the third largest in Baden-Württemberg in 2005.

Lake of fire

The connecting line continues under the 23-meter-wide Rotebühlstraße, and was also built here using the cut-and-cover method from November 1973. During construction, the tram there was relocated to Gutenbergstrasse, which runs parallel to the northwest, and through traffic to Augustenstrasse, which runs parallel to the southeast. The Feuersee , located at the Johanneskirche and reaching the excavation pit, was created around 1701 and was lowered to a residual water level of 0.5 meters during the construction period.

Since July 2009, the stop has had the suffix Wüstenrot & Württembergische , and the insurance company's headquarters are within walking distance of the station. The additional designation is announced on the trains and is written on the station signs, but has not been included in the timetable media.

The station (route kilometers 1.513 to 1.957) has a longitudinal incline between 20.0 and 37.3 ‰. The adjoining route tunnel (km 1.957 upwards) has a longitudinal gradient of 37.5 ‰.

Schwabstrasse

The Schwabstraße station was constructed from 11 to 27 meters below the road surface in a lying in 6 to 8 meters depth of water table. It has a longitudinal incline of 1.6 ‰. The shell construction was only completed in December 1977 due to the mining construction of the turning loop that had been driven from the excavation pit.

With around 27,200 travelers per day, the station was the tenth largest in Baden-Württemberg in 2005.

Wendeschleife Schwabstraße

On the right the branch to the turning loop

On October 7, 1974, the excavation of the turning loop following the Schwabstrasse station began and the construction of branch structures and 60-meter-long sections of the two single-track tubes of the Hasenberg tunnel to the Gäubahn, built from 1979 onwards. The front part of the turning loop lies in depleted plaster keuper . Because this is brittle and the cover is small here, the rock above the tunnel roof was made stable using a freezing process . A geological problem in the rear part of the turning loop was the location in anhydrite-containing gypsum keuper layers, which swell strongly when water enters , which is inevitable during tunnel construction and thus exert strong forces on the tunnel body. Accordingly, the inner shell of the tunnel is up to 1 meter thick.

In the survey of turning loop 40 measurement points were used. Since there is no other connection to the surface, the sole basis of the survey was the Schwabstrasse station. After a tunneling length of 850 meters on the right and 900 meters on the left, the breakthrough took place under the Westbahnhof , the transverse error was only 8 millimeters, the height error only 2 millimeters. The tunnel profile has an inside diameter of 6.70 meters in the single-track area and 9.80 meters in the double-track area. The cover is between 17 meters at the Schwabstraße station and 80 meters below the Westbahnhof. The radius of the loop is 190 meters, the length 1500 meters.

graduation

Hasenberg tunnel - upper part (mouth profile)

The Lautenschlagerstraße and Theodor-Heuss-Straße streets above the connecting line were completely opened to traffic again in April 1977. This date was given by the Federal Garden Show in 1977 . Rotebühlstraße was opened to road traffic in March 1978, the section above Schwabstraße station in July 1978. S-Bahn traffic on the connecting line was opened on October 1, 1978.

The construction work was completed in 1978 on time and on budget.

Construction of the Hasenberg tunnel Schwabstraße – Gäubahn

The second construction phase began on April 2, 1979. In order to better control the forces resulting from the expected swelling in the anhydrite-containing gypsum keuper layers, the Hasenberg Tunnel, initially planned in 1967 with a double-track tube, was redesigned on the lower 2.2 kilometers to a two-tube structure with smaller tubes in the egg profile . The upper part was still intended as a single-tube and double-track tunnel with a mouth profile . This rescheduling also saved the construction of a rescue shaft in this area of ​​high overburden; the emergency concept instead provided for creating escape routes into the other tunnel tube through connections between the two tubes .

State of the tunnel structures

As of 2017, the tunnel structures on the trunk line are largely classified in condition category 2 ("Major damage to the structure that does not affect safety.") During the summer holidays from 2021 to 2023, the trunk line between the main station (low) and University planned to rehabilitate the route sections.

business

Trunk line

The section between the Hauptbahnhof and Schwabstraße stations is the main line of the Stuttgart S-Bahn and is served by all six lines of the S-Bahn. With the exception of two S-Bahn trains that end or start early in the morning at Stuttgart Central Station , it is used by all Stuttgart S-Bahn trains on lines S1 to S6 and S60.

The connecting tram branches off from the other tracks in the area in front of the main train station and is led down to the subterranean S-Bahn station Hauptbahnhof via separate tunnel openings. Following the Schwabstraße station there is an underground turning loop that enables the trains on the S4, S5 and S6 lines that end here and some of the S1 trains to turn around . The turning loop contains a double-track section. In the first years of operation, a reserve S-Bahn train was stationed there, now the section only serves as an overhaul track, so that the train sequence can be compensated for in the event of operational irregularities.

The maximum permissible speed on the main route is mostly 60 km / h. On the ramp of the main station (route kilometers 0.0 to −0.8) 60 km / h in and out of town are permitted. 50 km / h are permitted in the turning loop.

The H / V signals in the tunnel are controlled between the main station and Schwabstrasse from the Sp-Dr-L60 signal box of the main station. In the course of the Stuttgart 21 project , this section is to be converted to Ks signals , which are to be remotely controlled from the future ESTW (ESTW-A) at the main station.

Today's H / V signals allow train head distances of 400 to 700 meters or train head times of around 1.9 minutes. In addition to PZB magnets of type 1000 Hz on the distant signal and 2000 Hz on the main signal, speed test sections are installed for braking distance monitoring. The scheduled train sequence when entering Bad Cannstatt and Nordbahnhof in the Hauptbahnhof station was made possible from 1978 to 2010 by an automatically controlled warning signal attached to a main signal , the operating basis of which was an exemption. In the course of construction work for Stuttgart 21, this signal was moved in June 2010, which unexpectedly led to the expiry of the special permit and thus to operational restrictions. The signal at the beginning of the S-Bahn ramp was activated automatically when both of the ramp's downtown tracks were free and the train in front had reached the platform. Under these conditions, it made it possible to move up to the ramp area (up to the following main signal) at up to 30 km / h. Since the retrofitting of speed test sections in 2011, regular driveways (at 60 km / h) into the ramp can be permitted in these cases. On the rest of the trunk line to Schwabstrasse, other such caution signals are still in operation (as of 2016). They make it possible to follow suit at up to 30 km / h when the train in front has cleared a certain section of the route and has already occupied another.

The main line is (as of 2015) a major bottleneck in the S-Bahn system. Even the slightest delay has a significant impact on the entire S-Bahn system. Even very small infrastructure disruptions have an impact on punctuality and mean that the system cannot recover during rush hour.

In the years 2013 and 2018, an incident concept was proclaimed between 8 and 25 times a year due to closures between the main train station and Österfeld. Of around 290,000 S-Bahn (suburban railway) trains running through Stuttgart Central Station per year, between 29 and 232 trains were carried to the upper part of Stuttgart Central Station.

In 2017, 119 malfunctions in the control and safety technology were counted in the section between Stuttgart Hbf (deep) and Schwabstrasse.

The installation of an overhead conductor rail instead of a conventional contact line was considered in 2018, but was rejected.

Hasenberg tunnel

→ Main article : Hasenberg tunnel (connecting railway)

After the Schwabstrasse station, there is another construction section, known as the Hasenberg tunnel. It initially leads in a straight line under the eponymous Hasenberg and the adjoining Glemswald until, after about five kilometers, after an arc with a 500 meter radius, it arrives at the Universität station (named after the Vaihingen campus of the University of Stuttgart ). The gradient on this section is 35 ‰. From the university , the tunnel drops down at 38 ‰ and comes out again in front of the Österfeld stop between the tracks of the Gäubahn . Since the tunnel in this section runs right under the buildings, a mass-spring system was installed to reduce structure-borne noise. The maximum speed of this section is 100 km / h.

Until November 2004, the maximum speed of S-Bahn trains in the Hasenberg tunnel was 80 km / h. Since December 2004, due to new regulations, trains have been allowed to run in the tunnel in the direction of the mountains (out of town) between the route kilometers 3.0 and 6.5 at 100 km / h. Heading into the city, the speed in the lower tunnel section is 60 km / h on both tracks over a length of around 1.5 kilometers.

Stations

University bus stop in brown color

Escalator at the Schwabstrasse station

Large screen at the Schwabstrasse station

Fire protection upgrading at the Stadtmitte station

The six stations of the connecting tram are designed with different colors to make it easier for passengers to find their way around.

• Mittnachtstrasse (under construction) : white
• Central station (deep): red and white
• City center: green
• Lake of Fire: blue
• Schwabstrasse: yellow
• University: brown

• 

  Central Station

• 

  City center

• 

  Lake of fire

• 

  Schwabstrasse

• 

  university

The Hauptbahnhof (deep) station is around 19 meters below the above-ground tracks of the Hauptbahnhof. The two tracks were originally designated with the numbers 1 and 2, but were later renamed 101 and 102 to avoid confusion with the above-ground tracks of the main train station. The stations from the main train station to Schwabstrasse have central platforms throughout, while the university stop has two outer platforms. The stations Hauptbahnhof, Stadtmitte, Feuersee and Schwabstraße have a platform supervision facility on the platform.

All stations have access to both platform ends; the Hauptbahnhof (deep) station has two additional entrances in the middle of the Klett passage . Access from the Velcro passage is via escalators and stairs. The escalators and stairs directly overcome the difference in height between the Klett-Passage (−1) and the S-Bahn (−3) without connecting to the intermediate level of the Stuttgart Stadtbahn (−2). To change between S-Bahn and Stadtbahn, you have to use the Velcro Passage. At the northeast exit to the Klett passage, the escalators run parallel to the stairs; left the stairs, right the escalators. At the southwest exit to the Klett-Passage the escalator is continuous, while the stairs have a landing where they turn and split into two parallel stairs. Originally there was another staircase in the northeast that led directly to the station hall. This stairway was called "to the trains, track 1 - 16". This was closed in the course of construction work for Stuttgart 21 on August 12, 2014, since then the upper platforms can only be reached via the Klett-Passage exit or the elevator. There is another exit at the southwest end of the platform. This leads to the nearby Kronenstrasse. The main station (low) can still be reached by four elevators: the first leads directly to the head platform hall, the second leads to platform 1 of the tram station above. The other two elevators each lead to both the tram (track 2/3 and track 4) and the Velcro passage.

The Schwabstraße station contains the longest escalator on the Stuttgart S-Bahn at around 37 meters .

In the summer of 2007, the first large-format screens from Ströer Infoscreen were installed on the side walls of the Hauptbahnhof (deep) and Stadtmitte stations, showing advertising, news and other editorial content. In 2013, projection surfaces followed at the Schwabstraße and University stations and since 2017 there have been 7 projectors at the university, 11 on Schwabstraße, 4 on Feuersee, 23 in the city center and 18 at the main train station.

The civil defense systems in the underground car park above the Hauptbahnhof station and in the Stadtmitte station will continue to function (as of 2006), but the advance warning period, which was set at a few weeks during the Cold War , is currently set at one year.

In 2013, the implementation of the first construction phase of a one and a half year fire protection upgrade of the stations began. The cost was put at 14 million euros. During these measures, the stations u. a. adapted to the current fire protection regulations and fitted with fire protection doors.

Partial closure of the main route

2010 (1st construction phase)

Due to the construction work for Stuttgart 21 , there were temporary changes to the timetable in 2010. Between May 1 and August 9, 2010, the tunnel ramps in the area of ​​the main train station were rebuilt. The S-Bahn traffic in this area was restricted by the construction work. The ramps were completely closed on nine weekends so that continuous S-Bahn traffic was not possible during this time.

The S-Bahn trains in the direction of Stuttgart ended at the main station (above) (exception: line S4 from Marbach (Neckar) and the line S6 from Weil der Stadt, these already ended in Feuerbach), in the direction of Bad Cannstatt or Nordbahnhof at Hauptbahnhof (deep) station. The S1 in or from the direction of Herrenberg was diverted via the Gäu Railway. A special line specially set up for the time of the closure ran every half hour between the main train station (deep) and Schwabstraße to allow a 10-minute cycle on this section.

2017 to 2020 (2nd construction phase)

From the end of 2017 to 2020, further closures of the tunnel ramp due to the extension of the connecting railway tunnel are to be expected. For this reason, some S-Bahn lines were temporarily interrupted or special lines were set up in the 2019 summer holidays.

2021 to 2023 (3 construction phases)

During the summer holidays from 2021 to 2023, the trunk line tunnel will be completely closed in order to carry out necessary renovation work. This affects the section between the university and the main train station. During the construction phases, the S-Bahn trains will be diverted via the Gäubahntrasse.

outlook

Considerations for further expansion

With an average minimum train headway time of 2.3 or 2.4 minutes (Hauptbahnhof – Schwabstraße and opposite direction), the theoretical capacity (without buffer times ) on the trunk line between Hauptbahnhof and Schwabstraße was given as 25 trains in the early 1990s. The occupancy rate was 93 and 96 percent.

Various measures were considered as early as the 1990s to increase the performance of the connecting line. Equipment with line train control between the main train station and Schwabstrasse would cost around 150 million Deutschmarks. A two-track, 3-kilometer-long tunnel parallel to the existing tube was calculated at around one billion DM. An integration of the S-Bahn in the through station planned as part of Stuttgart 21 would have resulted in costs in the order of at least half a billion euros. From these considerations, the North Cross option, planned as part of Stuttgart 21, emerged, which provides for the creation of tangential lines close to the center .

The calculated mean minimum train head times with line train control were 1.8 and 1.5 minutes, respectively. With a stay time of 0.5 minutes at the wards, this should enable a 2-minute cycle with adequate buffer times. At the beginning of the 1990s, the roughly estimated costs of this expansion variant were around 120 million DM, three quarters of which would have been for the necessary vehicle equipment.

A proposal to consider dividing a long block section between Österfeld and the university into two sections for up to 2.5 million euros in order to improve the quality of operations was rejected by the region's transport committee in 2016, as this was correct, but a task for DB Network is.

Modernization of the stations

The fire protection of the stations was improved between 2010 and 2016 for around 30 million euros. The retrofitting of a mechanical smoke extraction system at the Hauptbahnhof and Stadtmitte stations is still open. As part of the “Zukunft Bahn” program, the stations on the main line and the Stuttgart Messe / Airport train station are to be modernized. Among other things, guide surfaces for the blind are planned. More details should be announced in spring 2016. The Hauptbahnhof (deep) station is now to be modernized between the end of 2019 and the end of 2020 for 9 million euros.

As part of a feasibility study financed by the Stuttgart region and the state, the final version of which should be available in early 2018, it was examined to what extent the four stations of the main route can be retrofitted with additional external platforms. This was rated as very complex in terms of construction, the costs are said to be 50 to 100 million per station. In mid-November 2017, the VRS Transport Committee unanimously rejected such a solution.

Stuttgart 21, equipped with ETCS

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 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.

In connection with the Stuttgart 21 rail project , the S-Bahn route between the main train station, Bad Cannstatt train station and the north train station is being redesigned. In detail this means:

• Construction of a tunnel route using the cut-and-cover method from the main train station to the new Mittnachtstraße S-Bahn station
• New construction of a (double-track) S-Bahn station Mittnachtstraße between the main train station and the north train station or Bad Cannstatt train station.
• Construction of the Rosenstein tunnel between the Mittnachtstraße S-Bahn station and the Bad Cannstatt Neckar bridge
• New construction of the railway bridge over the Neckar
• Lowering of the existing road between Nordbahnhof and Mittnachtstraße

The construction contract for the approximately 500 m long tunnel section between the main train station and Wolframstrasse was put out to tender. The realization should take place between August 2017 and March 2020. The work should begin in 2018 and the bridge over the Baustraßen bridge over Wolframstrasse should also be demolished.

→ Main article : S-Bahn Stuttgart # ETCS

The main line is to be equipped with ETCS , thereby improving performance and operational quality. In a first step, the train service between Schwabstraße and Vaihingen is to be increased from 12 to 16 trains per hour. In the course of the introduction of ETCS, it is recommended to increase the speed limit between the main train station and Schwabstraße to 80 km / h, to 100 km / h from the university to Schwabstraße and between the main train station and Mittnachtstraße. The ETCS equipment should be carried out "without signals" and blocks of up to 30 m short should be formed. According to its own information, DB intends to cut the 150-second cycle by half. The aim is to increase the performance in peak hours from 24 to initially at least 30 routes “with economically optimal operating quality”. The minimum headway should be reduced "to the minimum possible". The components required for ETCS are to be installed in 2022 and 2023. Commissioning is to take place in the second half of 2025, with partially automated operation with a driver ( ATO GoA 2) following around a year later.

Renovation and expansion

In the years 2021, 2022 and 2023, the main line between the main train station (deep) and Stuttgart-Vaihingen is expected to be closed for six weeks each in order to retrofit or renew safety systems and technical and operational equipment, as well as to replace tracks and switches and to close all stations renovate. A substitute transport concept is being developed for this purpose.

The Stuttgart Region Association decided on April 22, 2020 to commission planning (work phases 1 to 4) for two additional points connections north of the Österfeld station and an increase in the line speed between the University and Mittnachtstraße.

literature

• Jürgen Wedler, Karl-Heinz Böttcher: The tunnel. Connection train of the Stuttgart S-Bahn. Documentation of their creation. Published by the BD Stuttgart. Kohlhammer, Stuttgart 1985, ISBN 3-925565-01-9 .

Web links

Commons : connecting path  - collection of images, videos and audio files

• Course of the connecting railway on the OpenRailwayMap

Individual evidence

1. ^ S-Bahn station Mittnachtstraße ( memento from June 5, 2010 in the Internet Archive ), accessed on June 1, 2010.
2. ↑ DB Netze - Infrastructure Register
3. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
4. ^ ^{A b} DB Station & Service AG (Ed.): Railway stations in Baden-Württemberg . Stuttgart January 2015, p. 20 ( online ).
5. ↑ Bus and train in the region and the Baden-Württemberg local transport company . In: Stuttgarter Nachrichten . tape 72 , no. 24 , January 30, 2016, pp. 20 .
6. ↑ 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 ).
7. ↑ Presentation No. 026/2020. (PDF) Transport Committee on January 22nd, 2020. In: gecms.region-stuttgart.org. Verband Region Stuttgart, December 5, 2019, pp. 2-4 , accessed on January 16, 2020 . 
8. ^ ^{A b} Walter Lambert, Willi Keckeisen: Stadtbahn Stuttgart . In: The Federal Railroad . tape 30 , no. 21 , 1956, pp. 1159 ff .
9. ^ ^{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 .
10. ^ ^{A b} Jürgen Wedler: Planning and construction of the Stuttgart S-Bahn . In: The Federal Railroad . tape 54 , no. 9 , 1978, ISSN  0007-5876 , pp. 683-695 .
11. ^ Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN  0007-5876 , pp. 681-688 .
12. ↑ Jürgen Wedler, Karl-Heinz Böttcher: The tunnel. Connection train of the Stuttgart S-Bahn. Documentation of their creation . Published by the Stuttgart Federal Railway Directorate. Kohlhammer-Verlag, Stuttgart 1985, ISBN 3-925565-01-9 , pp. 48-60.
13. ↑ Also a contribution to environmental protection . In: Stuttgarter Zeitung . September 30, 1978.
14. ↑ ^{a b} Landtag of Baden-Württemberg: Small inquiry from Abg. Boris Palmer and the answer from the Ministry for the Environment and Transport: State of the most important train stations in Baden-Württemberg ( memento from July 19, 2011 in the Internet Archive ). Printed matter 13/4069 (PDF; 107 kiB) from March 18, 2005, p. 2.
15. ↑ Jürgen Wedler, Karl-Heinz Böttcher: The tunnel. Connection train of the Stuttgart S-Bahn. Documentation of their creation . Published by the Stuttgart Federal Railway Directorate. Kohlhammer-Verlag, Stuttgart 1985, ISBN 3-925565-01-9 , pp. 96-99.
16. ↑ Jürgen Wedler, Karl-Heinz Böttcher: The tunnel. Connection train of the Stuttgart S-Bahn. Documentation of their creation . Published by the Stuttgart Federal Railway Directorate. Kohlhammer-Verlag, Stuttgart 1985, ISBN 3-925565-01-9 , pp. 100-104.
17. ^ Günter Dutt: A journey through 150 years of tunnel structures in Württemberg . In: Yearbook for Railway History . No. 28 . Uhle & Kleimann, 1996, ISSN  0340-4250 , p. 47-63 .
18. ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), Daniela Wagner and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/4781 - . Railway tunnel in Baden-Württemberg - condition of the tunnel structures and implementation status of the construction measures for their maintenance. tape 19 , no. 5403 , October 8, 2018, ISSN  0722-8333 , p. 7 ( BT-Drs. 19/5403 ).
19. ↑ Blocking of the main route for 6 weeks Stuttgarter Nachrichten online, January 23, 2020
20. ↑ ^{a b} Original meter (Appendix 13.2.1, Appendix 2, to the performance and financing agreement from 2008)
21. ^ DBProjektBau GmbH, Northwest Branch (Ed.): Plan approval documents. Redesign of the Stuttgart railway junction. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.5: Access to Feuerbach and Bad Cannstatt. Construction km -4.0 -90.3 to -0.4 -42.0 and -4.8 -64.4 to -0.4 -42.0.
    Appendix 1: Explanatory report. Part III: Description of the plan approval area .
    Document dated June 9, 2006. Plan approved on October 13, 2009 by the Federal Railway Authority, Karlsruhe / Stuttgart branch (file number 59160 PAP-PS21-PFA1.5 ), p. 40.
22. ^ Stuttgart 21: S-Bahn chaos due to construction work , Eurailpress, message from July 1, 2010.
23. ^ Association 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 ).
24. ↑ Enak Ferlemann: Written question 306 / July - Stuttgart 21. (PDF) In: matthias-gastel.de. November 7, 2019, accessed July 12, 2020 . 
25. ^ Dirk Rothenstein: S-Bahn Stuttgart: Modern. Mobile. For the region. (PDF) In: gecms.region-stuttgart.org. DB Regio AG, April 18, 2018, pp. 5, 19 , accessed on April 4, 2018 . 
26. ^ ^{A b} Dirk Rothenstein: S-Bahn Stuttgart: Modern. Mobile. For the region. (PDF) In: gecms.region-stuttgart.org. DB Regio AG, April 18, 2018, p. 24 f. , accessed April 4, 2018 . 
27. ↑ Verkehrs- und Tarifverbund Stuttgart GmbH (Ed.): News , ZDB -ID 1376810-4 , August 2005 edition ( PDF; 645 kiB ), p. 12.
28. ↑ Accessibility , Stuttgart – Ulm rail project, accessed October 29, 2017.
29. ↑ Stuttgart location . (No longer available online.) Ströer Infoscreen, archived from the original on August 17, 2012 ; Retrieved June 26, 2013 . 
30. ↑ Advertising media locations Infoscreen. infoscreen.de, accessed on November 25, 2017 . 
31. ^ Protective bunkers in Stuttgart , wirtemberg.de, accessed March 13, 2009.
32. ^ Stuttgart 21 "Start between platforms four and five" ( Memento from December 1, 2009 in the Internet Archive ) Stuttgarter Nachrichten online, November 23, 2009.
33. ↑ S-Bahn ramp closure on nine weekends ( Memento from August 1, 2010 in the Internet Archive ) Press release from DB AG.
34. ↑ Construction work on the S-Bahn VVS press release, July 25, 2019.
35. ^ Stuttgart 21: after a long break, work in the apron at the Stuttgarter Zeitung, September 18, 2017.
36. ↑ Blocking of the main route for 6 weeks Stuttgarter Nachrichten online, January 23, 2020
37. ^ ^{A b} Wolfgang Bauer, Fritz Eilers: The operation of the Stuttgart S-Bahn from 1978 to 1993 . In: Deutsche Bahn . tape 69 , no. 4 , 1993, ISSN  0007-5876 , pp. 311-316 .
38. ↑ Dirk Valleé: Sustainable increase in performance in the Stuttgart S-Bahn network . In: Der Nahverkehr , Issue 7/8, 1997, pp. 35–41.
39. ↑ ^{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 .
40. ↑ 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 .
41. ↑ Quality report for the S-Bahn and billing of the transport contract. (PDF) In: region-stuttgart.org. Verband Region Stuttgart, March 24, 2016, p. 4 f. , accessed June 5, 2019 . 
42. ↑ ^{a b} Alexander Ikrat: Bahn puts millions in the optics of S-Bahn stations . In: Stuttgarter Nachrichten . January 29, 2016, p. 21 .
43. ↑ Christian Milankovic: Bahn furnishes tunnel stops . In: Stuttgarter Zeitung . January 29, 2016, p. 23 .
44. ↑ Thomas Durchdenwald: Does the panorama train lead to the north station? In: Stuttgarter Nachrichten . tape 72 , November 16, 2017, p. 20 ( online ).
45. ^ Germany-Stuttgart: road construction work. Document 2017 / S 055-102384. In: Supplement to the Electronic Official Journal of the European Union . March 18, 2017, accessed on March 27, 2017 (German). 
46. ↑ Christian Milankovic: Construction site traffic reaches its peak . In: Stuttgarter Zeitung . March 20, 2017, p. 15 ( online ).
47. ↑ 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 . 
48. ↑ 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, p. 308 f. , accessed April 13, 2019 . 
49. ↑ Michael Kümmling: ETCS Equipment Areas Stuttgart 21. (PDF) In : barkerportal.noncd.db.de. Deutsche Bahn, May 10, 2019, archived from the original on October 21, 2019 ; Retrieved on October 21, 2019 (Annex_03.1.10 _-_ Overview sketch_ETCS equipment stand.pdf in the ZIP archive). 
50. ↑ Michael Kümmling, Th. Gemperlein: Appendix 3.1.11 - ETCS entry and exit areas. (PDF) In : barterportal.noncd.db.de. Deutsche Bahn, October 14, 2019, p. 27 , archived from the original on October 21, 2019 ; Retrieved on October 21, 2019 (Annex_03.1.11 _-_ Ein-_und_Ausstiegsbereich_ETCS.pdf in the ZIP archive).  .
51. ↑ Gerald Traufetter: Dead Track . In: Der Spiegel . No. 52 , 2019, p. 60-64 ( online ).
52. ^ Jens Bergmann: Digital node Stuttgart. (PDF) Declaration by DB Netz AG on content and objectives. DB Netz, April 21, 2020, p. 1 f. , accessed on April 24, 2020 . 
53. ↑ Thomas Durchdenwald: Blocking of the main route for 6 weeks. In: stuttgarter-nachrichten.de. January 22, 2020, accessed January 23, 2020 . 
54. ↑ 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 ).
55. ↑ Main route closures during the summer holidays. In: region-stuttgart.org. Verband Region Stuttgart, January 22, 2020, accessed on January 23, 2020 . 
56. ↑ Region decides to invest in S-Bahn infrastructure. In: region-stuttgart.org. Verband Region Stuttgart, April 23, 2020, accessed on April 23, 2020 . 
57. ↑ Presentation 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. 1 f. , accessed on April 23, 2020 .