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The'''S-Bahn Stuttgart''' is the [[S-Bahn]] [http://www.writers.ph/ online job] of [[Stuttgart Region]], that is in [[Stuttgart]] and the four neighboring counties [[Böblingen | Böblingen] ], [[district of Esslingen | Esslingen]], [[district of Ludwigsburg | Ludwigsburg]] and [[Rems-Murr-Kreis | Rems-Murr.]] Since the regionalization of the rail transport system is passed into the ownership role of the [[Stuttgart Region]] (VRS). Currently operates the [[transport mode]]''S-Bahn Stuttgart''the [[DB Regio]] Baden-Wuerttemberg, the S-Bahn on their behalf. It is a company with our own profit responsibility <ref name="zahlen_daten_fakten"> [http://www.s-bahn-region-stuttgart.de/files/S_BahnInfo_05.pdf S-Bahn Stuttgart -. Facts and Figures ] ([[PDF]] file) </ ref> He is not a legally independent unit out. The S-Bahn in Stuttgart is part of the [[Transport and Tariff Association Stuttgart]] (VVS), which the whole of the [[public transport | public transportation]] is based in Stuttgart and the four surrounding districts.
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The'''S-Bahn Stuttgart''' is the [[S-Bahn]] [http://www.writers.ph/ online job] of [[Stuttgart Region]], that is in [[Stuttgart]] and the four neighboring counties [[Böblingen | Böblingen]], [[district of Esslingen | Esslingen]], [[district of Ludwigsburg | Ludwigsburg]] and [[Rems-Murr-Kreis | Rems-Murr.]] Since the regionalization of the rail transport system is passed into the ownership role of the [[Stuttgart Region]] (VRS). Currently operates the [[transport mode]] ''S-Bahn Stuttgart'' the [[DB Regio]] Baden-Wuerttemberg, the S-Bahn on their behalf. It is a company with our own profit responsibility <ref name="zahlen_daten_fakten"> [http://www.s-bahn-region-stuttgart.de/files/S_BahnInfo_05.pdf S-Bahn Stuttgart -. Facts and Figures ] ([[PDF]] file) </ref> He is not a legally independent unit out. The S-Bahn in Stuttgart is part of the [[Transport and Tariff Association Stuttgart]] (VVS), which the whole of the [[public transport | public transportation]] is based in Stuttgart and the four surrounding districts.
   
 
== Operation ==
 
== Operation ==

Revision as of 12:41, 25 June 2011

S-Bahn_Stuttgart
Stuttgart S-Bahn
Length of route Expression error: Unrecognized word "km".
Stations 77
Clock sequence 15 min
Vehicles 420/421 BR 423/433

TheS-Bahn Stuttgart is the S-Bahn online job of Stuttgart Region, that is in Stuttgart and the four neighboring counties Böblingen, Esslingen, Ludwigsburg and Rems-Murr. Since the regionalization of the rail transport system is passed into the ownership role of the Stuttgart Region (VRS). Currently operates the transport mode S-Bahn Stuttgart the DB Regio Baden-Wuerttemberg, the S-Bahn on their behalf. It is a company with our own profit responsibility [1] He is not a legally independent unit out. The S-Bahn in Stuttgart is part of the Transport and Tariff Association Stuttgart (VVS), which the whole of the public transportation is based in Stuttgart and the four surrounding districts.

Operation

BadCannstadt Neckarbruecke BR423

S-Bahn-completion (Class 423) on the Neckar bridge between Bad Cannstatt and Central Station

S6Hauptbahnhof

S6 to the city becauseat the station Hauptbahnhof ()

deep

File:S-Bahn Stuttgart.jpg

lettering on the trains

Work every day travel on the 195.5 km long, 77-station grid around 340,000 passengers. Since December 2004 is the newly installed passenger information displays (FIA) instead of-the-departure times and a "Zugfolgeplan" the next three retracting S-Bahn trains with minute indication is displayed.

All six lines run underneath downtown through a two-track tunnel under the Schwab Station Road | next results for [Vaihingen] [station Stuttgart-Vaihingen]. This bottleneck limits the range of moves, the two and a half minutes a train path is already quite close to the technical limit. This value is from the line than ever today offered 15-minute intervals. A ten-minute intervals instead of taking into account the block distance at point-like train control is not possible and especially the passenger service time with the existing infrastructure.

Most trips end at the station Schwab Street, the regular end of S4, S5 and S6. Behind the station is an occupational specialty: Immediately after the exit in the direction of Vaihingen branches off to the right a balloon loop, the threading on the direction of the track from Vaihingen in the opposite direction back to the main line. The turning circle with a radius of 190 m can be driven with up to 50 mph. It contains a zuglanges siding, which is used for instance the existence of an additional train on the football games in the Mercedes-Benz Arena or other big events. Moved to the station Schwab Road and the turning loop, a first of two tubes of existing Tunnel by the Hasenberg before to after merger of the two tunnels into a tube and a slope of 3.5 percent about five kilometers of the underground train station Stuttgart University is achieved.

In the local situation Echterdingen Airport / Fair and Bernhausen the train passes through tunnels that were created in an open design. Between the station Airport / Fair and Bernhausen under the airfield she drives through a single-track tunnel built by mining. At the station Airport / Fair followed by a two-track tunnel, which was occasionally used as sidings for trains and is now used only one track. The second track is expanded. It is sometimes falsely claimed that it was a is a second, unused tunnel under the airport. It is true that this tube only extends parallel to the terminals, because it was built together with the first tunnel section in the direction Bernhausen open design. It ends before the actual airfield tunnel.

Technical director since 2002, Werner Faulhaber, before Plochingen since 1998 Head of the operating plant. Hans-Albrecht Krause since 1 September 2005, the business manager and spokesman for the S-Bahn Stuttgart. Krause took over from Andreas Schilling, who has held these positions since October 2001 and now heads the S-Bahn Rhine-Neckar.

Clock

Originally the network was in the 30-minute basic clock operation (except in the evenings and on weekends in the early morning hours, at those times was only every hour driven), which was compressed in the rush hour on a 20-minute intervals. On the road sections Schwab or Schwab-Esslingen-Leonberg Road for the S1 and S6 at peak times was originally a ten-minute intervals.

On 2 June 1996, the entire network of 60/30/20/10-Minuten-Takt changed to a 60/30/15-Minuten-Takt. That means it was introduced on all six lines at peak times of the 15-minute intervals, so that each line serves equally with four trains per hour. For this purpose the acquisition of additional trains and increasing the performance of some external routes was required. However, this change meant for the sections Bad Cannstatt and Esslingen-Zuffenhausen-Leonberg a deterioration of the offer, in the rush hour traffic there, only four of six trains an hour previously.

Since April 2002 all services operate daily during off-peak time from early morning around 4:30 on the clock and around 5:00 clock terminal stations at the central station until about 1:00 at night clock throughout except in the 30-minute intervals (from a small period at the Sunday morning, in which there is still some lines on a 60-minute intervals). The exceptions are the two high-traffic line segments S1 and S6 Schwabstraße-Esslingen Schwabstraße-Leonberg, which are Monday to Friday outside peak hours traveled almost continuously from 5:00 bis 18:00 clock every 15 minutes. A switch to a continuous 15-minute intervals for lunch between morning and afternoon rush hours will be sought on these two line segments. These also operate on Saturdays already 8:00 bis 15:00 clock in 15-minute intervals.

An exception to the 15-minute intervals in peak hours are the S1 between Plochingen and Kirchheim (Teck), where due to insufficient line capacity, and in the S2 and S3 between Filderstadt or airport / fair and Vaihingen because of low demand, only a 30 -minute intervals there. For larger events on the Stuttgart runs the S3 but since November 2008 between the airport / fair and Backnang also in the 15-minute intervals. To facilitate this, the signaling between Tube was and airport / fair improved.

To power down the center lines overlap in time: The line of play on the main line railway station-Schwab Road (downtown) is in the rush hour by the superposition of the six operating lines two and a half minutes (as before the clock change from 1996). On sections, superimposed on which three lines (centrally located city of Stuttgart), in the rush hour, a five-minute intervals is reached (except Vaihingen-tube when S2 and / or S3 end before), as well as in normal mode a ten-minute clock. This is a most uniform operation (continuity). On sections with two lines there so in the rush hour a five / ten minutes (excluding Rohr-Flughafen/Messe as S2 and / or S3 end before), and in the normal cycle, one 10/20-Minuten-Takt.

Fleet and vehicle

S-Bahn Stuttgart Type 423

An S-Bahn train of Class 423 just before the terminal S1 Herrenberg, the southern portion of the S1 is scheduled to sail only from this series

In 2010, the fleet comprises 86 units of the Class 420 (only 7 and 8 production run with swing doors), including two units of the modernized version of 420Plus, and 60 units of the Class 423 Cite error: Closing </ref> missing for <ref> tag

History

Background

Db-865606-1-b

Series 465, the predecessor to the BR 420

To the Stuttgart metropolitan area a in the Clock timetable operated suburban services set up with electric railcars of Central Station were outbound routes to Esslingen and Ludwigsburg expanded four-track to 1931, with two tracks for suburban services were provided. The electrification of the remote as the suburb was 15 track Completed in May 1933. In the same year, the suburban-Esslingen Stuttgart-Ludwigsburg was specially developed motor coach of the Series 465 taken. After the Second World War, others added electric suburban lines that ended at the main station above ground. The local operation lasted until September 30, 1978, at which time the main line Esslingen Stuttgart-Ludwigsburg every 20 minutes operated by a three-minute head making. At the main station <ref name="%2520The%2520tunnel%2520">The Tunnel(see references) </ ref>

The first proposal to build an underground line in downtown Stuttgart for suburban services is from 1930, these considerations have been following the Second World War specified. Since the Stuttgart main station was relocated in the 1920s from the center to its present site, was initially primarily the construction of a downtown tunnel to improve the accessibility of the city center planned. Very soon, then a Link Railway on the Gäubahn in the planning included. From the late 1960s continued through the transport system planned for this term S-Bahn. After Stuttgart in the Tram to the partially underground transport rail has been expanded, the train was now primarily to satisfy the regional transport needs. This required numerous expensive building projects outdoors. Thus, expanded four tracks including the routes Bad Cannstatt-Waiblingen and Ludwigsburg-Bietigheim. [2]

Construction of the S-Bahn Stuttgart

Allows the construction of the S-Bahn was finally, after the adoption of the Municipal Transport Financing Act is the funding could be secured. For the construction of a framework agreement between Federal rail, land and city of Stuttgart was closed during the construction phases were then agreed on specific execution contracts.

On July 5 In 1971, Federal Transport Minister Georg liver, the construction work on the site of the Stuttgart main station. It was intended to open up to 1980 with an S-Bahn network of 164 kilometers length 64 cities. Until 1977, the core should go with the 2.7-kilometer-long tunnel between Central Station and Schwab road in operation.<ref name="bundesbahn-45-694"> message start character for the construction of the Stuttgart S-Bahn. In:The Federal Railroad, Jahrgang 45 (1971), No. 13, ISSN 0007-5876 0007-5876, p. 694 f. </ ref> The operation was on the first three lines and the main line railway station on 1-Schwab Road . October, opened in 1978 <ref> http://www.s-bahn-stuttgart.de/s_stuttgart/view/unternehmen/03_historie.shtml </ ref> For the features of the [[DB Class 420 | Class 420] ], the depot Plochingen built.

September 1981 was the expansion of the remaining lines north of the main station. The construction of the tunnel through the mountain hare started south of the Schwab road. After this initial flow into the forest on the roof Gäubahn should - this was the cheapest solution - the route has now been built by the Pfaffenwaldring in order the University of Stuttgart to join. The track opens today at the Station Österfeld again in the Gäubahn which to | was train station Stuttgart Stuttgart-pipe-pipe developed four tracks. The S-Bahn tracks are between the remote tracks. This part of Vaihingen to Boeblingen, opened in September 1985, at the same time, the West Railway Station abandoned for passenger service.

S-Bahn Stuttgart Type 420

S-Bahn train in the original orange-gray color scheme

S-Bahn-loss in 1993 due to a wrong grease

In the spring of 1993 a multi-day loss of almost all their own trains of the S-Bahn Stuttgart - a unique event in the history of German S-Bahn networks. In March 1993, in the Schwab terminal loop road with the help of a rail grinding car cut the tracks, while there was an electrical fire, possibly caused by sparks. Thus the S-Bahn in the terminal loop was impaired. When the first train set, which went through the terminal loop, an extreme wear of wheel sets was found shortly afterwards also in the rest of the trains. There was a risk that could derail the trains. First introduced to the cause back to a polished wrong track. It turned out that the track was ground correctly, especially since the effect occurred even when trains did not stop at the station Schwabstraße.

The then Railway Board Stuttgart was the day after the opening of the airport line S2 - shut down all the S-Bahn trains - on 19 April 1993. The traffic was maintained with S-Bahn trains from Munich and Frankfurt, went on the lines S4 and S5 locomotive-hauled trains from Stuttgart main station (above). Nevertheless, there were massive problems of urban transport. After a few weeks, the cause was finally found: a Grease for the wheel flange lubrication, which indeed met the requirements of the DB, was used but no more after this incident.

Network

Stages of the network

The entry into force of the transport association federation tariff Stuttgart (VVS), the train began operating on 1 October 1978 with the opening in the center of the three bundled flying to the station Schwabstraße Plochingen (S1), Ludwigsburg (S5) <ref> . html ET420-online.de: Network Card 1978 </ ref> and because of the city (S6):

S-Bahn-Netz Stuttgart 1978

grid on the S-Bahn Stuttgart, 1978

Since 28 September 1980 runs parallel to the S4 S5 to Ludwigsburg and then to Marbach, from 31 May 1981, the S5 was from Ludwigsburg to Bietigheim extended. The second stage of the S-Bahn Stuttgart on 27 September 1981 concluded, as with the S2 Schwabstraße-Schorndorf and S3 Schwabstraße-Backnang the last two of the six originally planned lines went into operation. On 29 September 1984 eventually became the S1 to the breakpoint Neckar Stadium (now the Neckar Park (Mercedes-Benz)) added.

By 29 September 1985 ended all the lines in the station Schwabstraße. It was the opening of the new line in the harbor Tunnel as part of the Link Rail permitted the new already a Südast the suburban rail network planned continuation of the S1 to the Böblingen, and the lines S2 and S3 first to Vaihingen then until 28 May 1989 be extended until Oberaichen. On 6 December 1992, the S1 again to its current terminus extended Mountain Men.

The S6 on the Nordwestast, the only line since the existence of the S-Bahn network has its present length, on 3 December 1988 to enter breakpoint Weilimdorf complements, which was set up to better develop the new business park.

Immediately at the southwestern end of the underground rail link was on the Südast (S1, S2, S3) 18 April 1993, the breakpoint Österfeld set up. Simultaneously, the Stuttgart Airport on the S-Bahn network connected after the lines were extended S2 and S3 of Oberaichen of Leinfelden Echterdingen and the airport. The S2 was finally at 29 September 2001 on a new line in the tunnel under the airport for Filderstadt extended.

After one and a half years of construction (construction: 23 July 2008) on 12 December 2009, the extension of the S1 in Ostast the network from the old terminus Plochingen on Wernau, Wendlingen Ötlingen and opened up the new terminus Kirchheim / Teck. The estimated cost was EUR 32.5 million. Scheduled recording operation was on 13 December 2009.

On 14 June 2010 took on the new S60 line between Böblingen and Maichingen operation.

Capacity expansion of existing power lines

To increase the Zugdurchsatzes and improve operations, there were some sections on the following measures to increase capacity on the railway tracks:

  • In 2000 was commissioned at the Remsbahn between Fellbach a fifth route and Waiblingen track in operation. This defused conflicts of the train path s of the S-Bahn lines S2 and S3 with regional express trains.
  • In October 2003, the first single-track section Renningen-Malmsheim the | taken a second track in operation Black Forest Railway (Württemberg) Black Forest Railway. Because it provided train crossings s in this section, this could take the train line S6 for a more extended Teren stable, but the timetable. It was prolonged because the section of the city-Korntal the travel time of S6 by 4 minutes in the opposite direction 3 minutes that would take account of the connection of the construction in Renningen S60.
  • On 25 July 2005, a third rail platform at the breakpoint Gottlieb-Daimler-Stadion opened (now the Neckar Park) to carry more passengers to major events <ref> / vrs / main.jsp? navid = 244 & pi_monthyear = 200 507 & pi_action = view & pi_docid = opened in 1784S-Bahn station Gottlieb-Daimler-Stadion solemnly, Joint Press Release of Deutsche Bahn AG and the Association Region Stuttgart, 27 July 2007, accessed on 20 January 2008 </ ref>
  • Since November 2008: Enhanced signaling between the pipe and the airport / fair. This capacity-increasing measure was necessary so that the S3 can operate at larger events at the Fair Stuttgart on the complete range between Backnang and airport / fair in the 15-minute intervals.

News network

This resulted in the current network; funding secured and / or extensions under construction are shown dashed:

File:. S-Bahn-Netz Stuttgart future (2010) png

grid on the S-Bahn Stuttgart since 14 June 2010

S-Bahn lines

Existing lines

- Line Raceway Line length traveled routes (sections) - Template:S-Bahn Stuttgart Kirchheim (Teck) - Wendlingen - Plochingen - Esslingen - Bad Cannstatt - Central Station - Schwabstraße - Vaihingen - pipe - Böblingen - Mountain Men 71 km Teckbahn - Neckar-Alb-Bahn /Filstalbahn - Link Rail - Gäubahn - Template:S-Bahn Stuttgart Schorndorf - Waiblingen - Bad Cannstatt - Hauptbahnhof - Schwab Road - Vaihingen - tube - Stuttgart Airport /[[ | Trade]] - Filderstadt 57 km Remsbahn - Neckar-Alb-Bahn/Filstalbahn - connecting length - Gäubahn - pipe line between Stuttgart-Filderstadt - Template:S-Bahn Stuttgart Backnang - Waiblingen - Bad Cannstatt - Hauptbahnhof - Schwab Road - Vaihingen - Tube - Airport / Fair 50 km Murr train - Remsbahn - Neckar-Alb-Bahn/Filstalbahn - connecting length - Gäubahn - pipe line between Stuttgart-Filderstadt - Template:S-Bahn Stuttgart Schwab Road - Central Station - Zuffenhausen - Ludwigsburg - Marbach (Neckar) 27 km - Template:S-Bahn Stuttgart Schwab Road - Central Station - Zuffenhausen - Ludwigsburg - Bietigheim 26 km Link Railway - Railway Francs - Template:S-Bahn Stuttgart Schwab Road - Central Station - Zuffenhausen - Leonberg - Because of the town 35 km Link Railway - Railway Francs - Black Forest Railway - Template:S-Bahn Stuttgart Maichingen - Sindelfingen - Böblingen 5 km Rank Bach train

Lines under construction

- Line Route Line length Routes Expected opening - Template:S-Bahn Stuttgart Renningen - Magstadt - Maichingen 9 km Rank Bach train End of 2012 - Template:S-Bahn Stuttgart Marbach (Neckar) - Kirchberg (Murr) - Burgstall (Murr) - Backnang 14 km Little Murr train End of 2012

Lines in the counties and the city of Stuttgart

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

- | line - | Template:S-Bahn Stuttgart Template:S-Bahn Stuttgart Template:S-Bahn Stuttgart Template:S-Bahn Stuttgart Template:S-Bahn Stuttgart Template:S-Bahn Stuttgart - | Template:S-Bahn Stuttgart Template:S-Bahn Stuttgart Template:S-Bahn Stuttgart - | Template:S-Bahn Stuttgart Template:S-Bahn Stuttgart Template:S-Bahn Stuttgart
S4: ring closure Marbach Backnang

The cost of the ring closure between the S4 and S3 at Marbach in Backnang on the Little Murr train is estimated at about 11 million €. The project had been operating since April 2004 in the decision phase. When the town Marbach am Neckar funding had declined an annual operating deficit, the project faltered. In October 2005, the country declined as a Grantor after the GVFG from a promotion in spite of the cost-benefit ratio of 1.01. On 7 November 2005, United Country, VRS and municipalities still on the financing. The unveiling of the construction sign and the site clearing began on 1 December 2005 the doubling of the 4 km section Freiberg Benningen (cost around EUR 30.8 million), which was completed by spring 2010. < ref name = "room document 186/2009> Current state of the S-train expansion projectRoom document No. 186/2009 ' '</ ref> The range expansion is operational conditions for the extension of the S4 as S40 from Marbach to Backnang. The latter part of the section is currently still serving as Regional Railways line R31.

Stuttgart 21 (extension of main line stop Mittnachtstrasse)

Under the Verkehrs-/Städtebauprojektes Stuttgart 21 between the breakpoints Nord train station is or Bad Cannstatt one hand, and Central Station (subway) on the other hand, the establishment of the new [[train station Stuttgart Mittnachtstrasse | Station Stuttgart Mittnachtstrasse] ] planned to allow direct transfers between the northern and eastern branch of the network and open up in the planning stage Rosenstein district and the existing North Station district better.

By the stop at the station caused travel time extensions (two minutes) require a rescheduling of the Stuttgart S-Bahn system. The timetable and structure of the S-Bahn line should remain after the planning level of July 2010, SMA and unaffected <ref name="sma-2010-07-28"> partner. wuerttemberg.de/servlet/is/66249/_Stellungnahme_von_SMA_und_Partner_AG.pdf? command = download & filename=content _Stellungnahme_von_SMA_und_Partner_AG.pdfopinion of SMA und Partner AG releases of confidential documents for the meeting (PDF file, 65 kB). Version 1-00 of 28 July 2010, p. 3 </ ref> According to the current plans of the DB project construction are to get off in the event of disruption of the S-Bahn tunnel here heading into the city transport passengers and transported over the same tram stop with tram-special trains to downtown be.

Furthermore, moves the entire S-Bahn route from Central Station to the station Mittnachtstrasse in a tunnel. The station is designed according to tender documents as a trough structure. In the north train station then continued to the new station in the area of ​​the existing S-Bahn tracks of the tunnel to the existing rail ramp in the direction of Bad Cannstatt, the line moves with a new Rosenstein Tunnel - starting at the new Neckar Bridge Bad Cannstatt - in a narrow arc than it is now closer to the existing tracks from the North Station approach, so that here the lines of the Ostastes (S1/S2/S3) - can hold, so the above transfer connections are possible between the two branches - and all the central lines of the S-Bahn network .

Further, under the Framework Plan Stuttgart being considered 21 as the extension option, in addition to the breakpoint Mittnachtstrasse between BS and Central Station (subway) a breakpointWolframstraße (Budapest place) to set upto take up an additional interchange to rail network with there, after the opening of the rail line creating the future European quarter-border traffic light rail line U12.

The official start of construction for Stuttgart 21 was on 2 February 2010. <ref> 5C20100113_Baubeginn_am_02 20_Februar_2010.pdf% On 2 The construction work began in February 2010 - DB AG press release, 13 January 2010. </ Ref>

Impact on main line and ramp access
File:Information board Stuttgart Hbf Umleitung.jpg

scoreboard in Stuttgart's main station on 22 May 2010 with references to the ramp closure

File:S2 Stuttgart Hbf above 22052010.jpg

S-Bahn S2 goes for blocking ramp at the main station (above)

From 1 May to 19 July 2010 and in early August 2010 were carried out construction work in the S-Bahn-Tunnel ramp at the main railway station. This was blocked on several weekends to complete. It is also a short tunnel to the planned S-Bahn station Mittnachtstrasse is built. <ref> a7a6-1b7dc228bcd2.html S-Bahn passengers are held back Stuttgarter Nachrichten, 28 April 2010 </ ref> <ref> Drexler called date February 2010 for Stuttgart 21 Stuttgarter Zeitung online, 23 November 2009. </ Ref>

Template:Anchor In order to achieve the peak hour, a headway of 2.5 minutes to the train station the main train station can have the main station moving up S-Bahn trains by means of a caution signal s (Z 7) on the danger, entry signal passing . and near the platform area <ref name="sel-1978"> Standard Elektrik Lorenz (eds):Central Signal Tower Stuttgart main station. 40-page brochure, about 1978, p. 29 </ ref> Due to changes in the signals as a result of a planning error in the course of Stuttgart, 21, went out to the underlying, existing since 1978 exemption. This was the performance of the S-Bahn tunnel Stuttgart 23 June 2010 <ref name="bpsu-2010-06-22"> Communications Office rail project Stuttgart-Ulm (ed.): -41Ca-9177-e5b26666e8f6% 5C20100622-Fahrplanaenderungen-in-the-S-Bahn-Stuttgart-from 23-June-2010.pdfschedule changes in the S-Bahn Stuttgart from 23 June 2010. News Release 30/2010 of 22 June 2010 </ ref> to 10 January 2011 [3] limited. <ref name="sz-2010-06-29"> 2540138_0_6909_ planning margin s-bahn-has-now-verspaetung.htmlS-Bahn has now delayed. In: Stuttgarter Zeitung 29 June 2010 </ ref> The line S5 runs without the intermediate clock features, the intermediate clock features of the S1 line were diverted during the rush hours in the direction of Mr. Berg between Central Station and on the Vaihingen Gäubahn. <ref> & / releases / fahrplanaenderungen /? tx_t3wvvsefaparser_efaparser [id = 20005440 & tx_t3wvvsefaparser_efaparser [action] = detail & tx_t3wvvsefaparser_efaparser [controller] = SchedualChanges cHash = 06a9ca29b48ebba134014ebda9971263 vvs.de schedule changes] </ ref>

After signaling changes in the normal operation is restored <ref name="db-2011-01-04"> DB Mobility Logistics AG (eds). / presseinformationen/bw/bw20110104.htmlS-Bahn Stuttgart runs from 10 January again with a full program. Press Release of 4 January 2011. </ Ref> to increase the capacity had been built including an additional Geschwindigkeitsprüfabschnitt e. The Federal Railway had this departure from accepted engineering to decide <ref name="sfz-2010-11-03"> [http://www.. stuttgarter-nachrichten.de/inhalt.s-bahn-vvs-startet-mit-online-ticket.b17e3764-1bca-4500-8924-6bc816c43c10.htmlVVS starts with online ticket. In: Stuttgarter Nachrichten, No. 254, 3 November 2010. </ Ref>

S6: reactivation of the Württemberg Black Forest line between the city and because Calw

The Black Forest Railway section between the stations Because of the town and Calw since 1983 is closed for passenger traffic. About a reactivation of this section has been discussed for years. Trains will operate on the old street stock, with an approximately 2 km long loop around the Hackenberg is in the city Because Schafhausen be abbreviated with a tunnel through the mountain. In July 2008 the leaders of the two districts of Böblingen and Calw for an extension of the S-Bahn have made, because it has the highest cost-benefit factor. You are dismissing plans which provided for a reorganization between Calw and because of the city to oscillate diesel trains or light rail. <ref name="Kreistag%25202008-07-21"> PB/show/1541368_l1/KP% 2022nd% 20KT% 2021.07.2008% 20ö.pdf # page = 8 Calw District Council resolutions of 21 July 2008 (p. 8-11, PDF) </ ref> The extension of the S6 will be opened by 2015. It is expected construction cost of 69 million euros, is still unclear whether the country Baden-Württemberg will contribute to the construction costs. <ref> Http://www.schwarzwaelder-bote.de/wm?catId = 79 044 & artid = 13030925 </ ref> Also, an extension of the S-Bahn line 1 is connected via a new route to Nagold for discussion;. on behalf of the district of Calw, several route options examined <ref> ? .com / wm = 7828176 & catId artid = 13254951 & rss = true Calw - battle for S-Bahn-related, Black Forest messenger, Article of 8 , 2008, accessed 26th September 2009 </ ref> Since the Stuttgart Region authority for the development and operation of the S-Bahn Stuttgart, and the S-rail extensions through the regional borders up to the district Calw and thus in the Northern Black Forest "from region internal vested interests" of the Region Stuttgart "as not priortär" looks <ref> http://www.region-stuttgart.org/vrs/download.jsp?docid=9689 </ ref>, a fast implementation of the S-Bahn extension could be (en) thus fail due to the current administrative and political realities.

The plan approval process for the extension runs S6. <ref> -07-15 S6 is the topic for patrons, Leon Berg district newspaper, Article of 15 July 2010 </ ref>

Possible projects

S1: Extension Plochingen-Göppingen-Geislingen (increase)

An extension of the S-Bahn to the Filsbahn to the area of ​​the district of Göppingen to Göppingen or even to Geislingen (increase) has been discussed for years to come. The topic is controversial, among other things, is because of concerns that a train would lead to restrictions at the regional train connections. In the past, as a condition of the building of the New Wendlingen-Ulm called because this would relieve the Filsbahn of distance passenger services. Along with the discussion of a combined four-track rail line in New Ulm Filstal for an extension of the S-Bahn was targeted priority to about 1990th In railway management science studies is a need for four tracks was determined in Filstal to settle next to the existing transport an additional offer of a train can. With the decision to Stuttgart 21 and the New Wendlingen-Ulm appears expansion is no longer necessary as an S-Bahn-operation following the move of long-distance, regional and freight trains on the new Wendlingen-Ulm and to Geislingen / Steige capacities on the existing two tracks seems possible. Since 2007, the extension of the S-Bahn network is at the urging of the district Göppingen resurfaced. The district of Göppingen and the Verband Region Stuttgart in early 2009 have commissioned a feasibility study on the technical and operational potential of a suburban extension of Plochingen to Geislingen. The possibilities of the scales of involvement in the VVS will be studied here, which is on the financing of the operation clearly a major problem. First, the extension of the S1 to Göppingen in the 60-min cycle is being considered. This can be implemented on the existing two tracks. After completion of Stuttgart 21 and the New Wendlingen-Ulm, a 30-min cycle until Göppingen, sweet, or even Geislingen (platforms) are available on the existing route. An integration of the district Göppingen in the VVS should be required. The 30-minute basic clock of S1 in the scenarios will be extended into the Fils Valley, the amplifier intermediate clock to Kirchheim (Teck) also bind the 30-min intervals. The S1 gets so to Plochingen a continuous 15-min intervals. Optionally, the operation of the Fils Valley after the completion of Stuttgart 21 on a new S-Bahn line S7 Ludwig castle-Feuerbach-Bad Cannstatt-Esslingen-Plochingen-Göppingen-sweet-(Donzdorf) is recommended (see T-Brace). This also results from the consideration that S-Bahn lines and regional rail lines will be in competition. The central station can be achieved with fast local trains, all intermediate stations to Ludwigsburg to change trains with the S-Bahn.

S2: Extension Bernhausen-Sielmingen-Neuhausen

An opinion has, in September 2009 for a possible extension of the S2 of Bernhausen | voted by a stop in Sielmingen for [Neuhausen] [Filderstadt]. Depending on the construction project Stuttgart 21 are available for such extension, two versions to choose from, both extension of the subway line U6 shared by Fasanenhof on airport / fair way to Neuhausen, but standards from the S-Bahn tunnel Airport / Fair would have to be . The S-Bahn achieved in comparison to the light rail a higher cost-benefit factor, because a light rail would be much more complicated and costly, since the connection of the rail line to the airport tunnel would create structurally complex. Parallel operation of light rail and tram leaves for reasons of capacity, the need for further city U6 expensive dual-system vehicles will be procured. Historically, such a connection has already been a Filderbahn exists. Long term, a ring closure is planned to Plochingen (see ring closure (Böblingen) -Flughafen-Plochingen/Nürtingen <ref> -s-bahn-to-neuhausen.html Stuttgarter Nachrichten on 25 September 2009 </ ref>.

S3: Extension Backnang-Murrhardt

Based on traffic studies showed a potential to increase the S-Bahn on the Murr train after Murrhardt. Since the flows are predominantly aligned in the direction of Backnang Waiblingen, Stuttgart, is considered an extension of the S3 instead of S4. Currently, negotiations are also held concerning the financing. The running time of the S-Bahn between Backnang and Murrhardt would be around 12 minutes and improved significantly over the current situation. However, there are plans to extend the current range of RE and RB trains in particular as regards the travel time by optimizing the train crossings to improve significantly, so that the S-Bahn to the improved offer then brings no travel time benefits are more, but possibly even a tighter rhythm and transfer- can offer connection to the intermediate stations.

S5: Extension Bietigheim-Vaihingen (Enz)

According to a study of traffic-aware chat Police Institute of the University of Stuttgart, an extension of S5 is recommended up to Vaihingen (Enz). 2009, said Regional President [[Thomas Bopp (politician) |] Thomas Bopp] also for this project.

T-Brace

The T-Brace as an expansion opportunity after the completion of Stuttgart 21 designates a rail link north railway station (S4, 5.6)-Bad Cannstatt (S1, 2,3), bypassing the central station to the central station as a transfer station and the busy commuter trains on the network area with one or more additional S-Bahn lines (eg, S7 Ludwigsburg-Feuerbach-Bad Cannstatt-Esslingen (Göppingen) - ...) to relieve. Thus, the two power branches north and east are directly connected. This provides faster connections without switchover and another passenger potential. It is often mentioned as part of the Northern Cross, both projects are feasible but independent. In the wake of the Stuttgart 21 project is so far involved with planning inputs that a later implementation is easily possible.

Ring closure (Böblingen) -Flughafen-Plochingen/Nürtingen

In a recent, from the S-Bahn-carrier Verband Region Stuttgart is commissioned traffic study by the scientific institute of the University of Stuttgart, with a cost-effective connection of the S-Bahn route of Neuhausen ad F. to the east in the wake of emerging new route to Stuttgart 21 Wendlingen ring closure of the airport recommended to Plochingen. Similarly, such a prolongation of the S-Bahn network by Nürtingen and a ring-closure of the S60-terminus Böblingen is being considered.

Nordkreuz

The Stuttgart Region is also considering the sustainable optimization of traffic flows in the long term the establishment of a North Cross. The idea grew out of plans to Stuttgart 21 It will remain in Stuttgart receive 21 elimination border Gäubahnstrecke to Vaihingen as supplementary route for the S-Bahn-main line in the tunnel. Therefore would - in addition to the bypass function during disturbances in the tunnel - possible links and extensive supplements on offer, such as better integration of Stuttgart-West and a faster crossing of Stuttgart.

Literature

  • Transportationin Stuttgart. 114 pages. GeraNova magazine publisher, 2002, ISBN 3-89724-013-0.
  • Germany's suburban trains. History, technology, operations. (Andreas Janikowski, Jörg Ott). 208 pages, numerous., Some colored illustrations. Stuttgart: transpress Verlag, 2002, ISBN 3-613-71195-8.
  • The Tunnel. Connecting length of the S-Bahn Stuttgart. Documentation of their origin. (Published by the BD Stuttgart, Jürgen Wedler, Karl-Heinz Böttcher). 226 pages, numerous., Some colored illustrations. Kohlhammer, Stuttgart 1985, ISBN 3-925565-01-9.
  • The Balance. 25 years planning and construction of the S-Bahn Stuttgart. (Published by the BD Stuttgart, Jürgen Wedler, Manfred Thoene, Olaf Schott). 368 pages, numerous., Some colored illustrations. Kohlhammer, Stuttgart 1993, ISBN 3-925565-03-5.
  • Railway Journal Special Issue III/94. Trainsin Stuttgart. (Bernd M. Beck). 95 pages, numerous., Some colored illustrations. NSM H. Merker, 1994, ISSN 0720-051X.
  • 1803-1978. From messengers to the Stuttgart S-Bahn. A magazine for the opening of the Stuttgart S-Bahn 1 October 1978. (Published by the BD Stuttgart, G. Herrmann, M. Hassler). 59 pages, numerous., Some colored illustrations. Stuttgart, Stuttgart BD self-published, 1978.
  • S-Bahn Stuttgart:From the Rank Bach railway line for S60(Mark O. Robold), in: "Urban Transport" issued June 6-2005, pages 34-39, 11 pictures, 1 graph, 1 table, EK Verlag, Freiburg 2005, ISSN 0038-9013.
  • S-Bahn Stuttgart:series 420/421 - Reconstruction Program ET 420 Plus "in Krefeld-Oppum(Mark O. Robold), in:" Eisenbahn-Kurier "issue 9-2005, page 13, 2 pictures , 1 Graphics, EK-Verlag, Freiburg 2005, ISSN 0170-5288.
  • S-Bahn Stuttgart: Stuttgart's modernizedS-Bahn - "roll out" of the first ET 420 Plus. (Mark O. Robold), in: "Urban Transport" issued November / December 11/12-2005, pages 24-27, EK-Verlag, Freiburg 2005, ISSN 0038-9013.
  • Mark O. Robold:ET "refreshed classic" 420 Plus S-Bahn-launch. In: LOK MAGAZIN "Issue 5 (May 2006) No. 296, pages 64-29, GeraMond-Verlag, Munich 2006, ISSN 0458-1822, 10813th
  • Mark O. Robold:S-Bahn Stuttgart New contract, new vehicles. In: LOK MAGAZIN "Issue 4 (April 2009) No. 331, page 8, GeraMond-Verlag, Munich 2009, ISSN 0458-1822, 10813th

See also

  • List of railway stations in Stuttgart

Links

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Itemization

  1. S-Bahn Stuttgart -. Facts and Figures (PDF file)
  2. Cite error: Invalid <ref> tag; no text was provided for refs named Der%2520Tunnel
  3. Cite error: Invalid <ref> tag; no text was provided for refs named db-2011-01-04

Template:Navigation bar S-Bahn systems in Germany

De: Stuttgart S-Bahn Fr: Train de Stuttgart It: S-Bahn Tues Stoccarda Pl: S-Bahn Stuttgarcie w Pt: S-Bahn Stuttgart