Stuttgart Stadtbahn

The Stadtbahn Stuttgart Stuttgarter Strasse AG (SSB ) is since 1985 part of rail rapid transit in Stuttgart. The standard gauge rail network was created by the expansion of the meter-gauge tram which already reversed partially underground from 1966.

It consists of 13 regular lines and two special lines that serve 14 underground, 10 partially überdeckelte and 169 above-ground stops. The network comprises 228 km line length and 128 km length. Some rail lines extend over the city of Stuttgart in addition to the neighboring cities of Fellbach (Rems -Murr -Kreis), Gerlingen, Remseck (both in Ludwigsburg ), Leinfelden and Ostfildern (both the district of Esslingen ).

  • 3.1 Moving tram to tram operation
  • 3.2 Conversion of the line network - network 2011
  • 3.3 Conversion of the line network - network 2013
  • 3.4 Route Chronicle
  • 4.1 Hauptbahnhof ( Arnulf -Klett-Platz )
  • 4.2 Charlotte Square
  • 4.3 Ruhbank ( TV Tower )
  • 4.4 State Gallery
  • 5.1 Construction in progress projects 5.1.1 Extension U12 5.1.1.1 Connection Dürrlewang
  • 5.1.1.2 Connection European Quarter
  • 5.1.1.3 Extension Hallschlag - Remseck
  • 5.2.1 U14 & U13: Installation stops Wilhelma and Rosensteinpark
  • 5.2.2 Laying stop state gallery ( follow-up to Stuttgart 21)
  • 5.2.3 U6 -South: Fasanenhof Schelmenwasen - Airport / Messe Ost
  • 5.2.4 U5 -South: Leinfelden station - Leinfelden Marcomannic road
  • 5.2.5 Capacity increase U1
  • 5.2.6 Capacity increase U2
  • 5.3.1 U5 -South: Leinfelden Marcomannic road - Echterdingen backyard ( - Airport / Fair / Filderstadt )
  • 5.3.2 rail connection Pattonville
  • 5.3.3 rail Markgroningen - Moeglingen - Ludwigsburg - Pattonville
  • 5.3.4 Further development Rosensteinviertel
  • 5.3.5 rail projects according to survey
  • 6.1 unused
  • 6.2 no longer needed
  • 6.3 historically

Lines

The line network of light rail is composed of the Tallängslinien (U1, U14 ), the Talquerlinien (U5, U6, U7, U12, U15 ), the diagonal lines (U2, U4, U9), the tangential lines (U3, U8 and U13 ) and two special lines (U11, U19) together.

Lines that operate only at certain events are in italics. Termini in parentheses are Monday to Friday only approached in the rush hour.

Under construction is:

Operation

Operating times

All lines except U5 and U8 go from short after 4 clock up to 1 clock with different clock sequences: from Monday to Friday at the start of operation every 15 to 20 minutes, 5-19 clock every 10 minutes and after 20 clock every 15 or after 23 clock every 20 minutes. On Saturday, the 10 -minute intervals from 10 to 18 applies clock, on Sunday from 10 clock ( U14 ), 11 Clock (U1, U6, U7, U12 ), 12 Clock (U2, U4) or 13 clock (U3, U9, U13, U15 ) to 18 clock; before and after the trains run every 15, 20 or 30 minutes. All distances are traveled during the day at least every 10 minutes, just to the U5 - sections to Leinfelden and Killesberg there is only a 20 -minute intervals.

The U6, U7, U11 (only for major events) and U12 ( a circulation during the morning rush hour ) drive Monday to Saturday daytime in double traction, the bus stops Berliner Platz / High Street (U11 ) and Jurastraße ( U12 ) of these almost 80 meter long trains can not be operated.

Railcar

→ Main article: SSB DT 8

The fleet consists of 164 railcars of type DT 8, specifically for Stuttgart and its topographical conditions of DUEWAG, AEG, Siemens, SGP (technical equipment) and Lindinger & Partners ( Design) has been developed. The term DT 8 represents two-car train with eight driven axles. There are now twelve series, the first three series were single prototype. The twelfth series, which was further developed by the optical design ago, has commenced scheduled operations in autumn 2013.

Depots

Light rail trains are used by three depots from.

The depot 1 in Heslach ▼ 48.7544444444449.1383333333333 was opened on 2 May 1985 and is equipped with a workshop and a car wash. Here are 40 trains home, which operate on lines U1, U2, U4, U5, U7, U9, U14 and U15.

For the ever-growing rail network further stabling facilities were created. Thus was created in 1989, the depot 2 in Möhringen ▼ 48.7222222222229.1327777777778, which was expanded in 1994 and in the 60 light rail vehicles are located today. Here is next to the SSB office and the main workshop and a car wash. From the depot in Möhringen the car using the U3, U5, U6, U7, U8, U12 and U15 takes place. Under him are also parking facilities Gerlingen (since 1997, ten trains) and Waldau (since 1998, five trains).

On 10 May 2000, the depot 3 in Remseck - Aldingen was passed ▼ 48.85759.2508333333333 its determination. He offered in the first stage of a capacity for 40 trains, now 60 two-car units are stationed there in the final. Just as in the other depots a car wash and a workshop are also present in Aldingen. The lines U1, U2, U12, U13, U14 and U15 are used from here.

The trains of the special lines, depending on availability, provided by all depots. According to information in the timetable they are partially removed from the predisposed for the ( amplifier ) line U8 car pool so that the U8 then canceled! The ( relatively few) passengers use then ( with switch ) the other lines on this link.

In the former depot 5 in Bad Cannstatt ▼ 48.7993055555569.21875 the last trams were housed which plied to 2007 on the line 15. In July 2009, here is the new tram museum was opened, which was housed until October 28, 2007 in Zuffenhausen.

The depot 10 at Marienplatz ▼ 48.7636944444449.1707222222222 houses the three railcars of type ZT 4, on the cog railway Stuttgart (line 10 ) run. It is managed as a branch of the depot Heslach, which also provides the driver.

History

The Stadtbahn Stuttgart successor system of the tram, which has shaped the urban transport in Stuttgart long. In 1961, the council has decided to move the tram network in the city into the ground, to learn new, more powerful vehicles and largely, but not to separate it into the outer areas exclusively from private.

The first underground station was built in 1966 at the Charlotte Square in coordination with the reconstruction of the intersection of highways 14 and 27, where the routes of Tallängslinien (then parallel to B14) intersect the Talquerlinien (parallel to B27). The lying down tunnel between Neckartor and Marienplatz was completed in 1972. All underground routes and stops were at that time already looking ahead built with a material suitable for the planned standard gauge rolling stock gauge and created the railway track with a third rail for standard gauge. The new vehicles should be hochflurig and the stops were given high-level platforms

Mid 70 's, the introduction of a subway was discussed, which should take over the new tunnel until 1976, the decision was made to replace the tram successively by a more efficient rail. Until 1978 the King's Road and the railway station and the sections were then- stations University (now Friedrichsbau ) and Türlenstrasse (now the city library) tunneled, to 1984, followed by the stop Rotebühlplatz whose shell was created in 1978 as part of the suburban railway construction and the tunnel Siemens road between the saddle and the Prague Feuerbacher station.

To date, 13 other tunnels were built: new wine crate (1987 ), Degerloch (1990 ), Feuerbach Wiener Straße (1990 ), Weilimdorf (1992 ), Killesberg (1993 ), under the Botnanger Saddle (1994 ), Gerlingen (1997), Waldau (1998) and Sillenbuch (1999), Ruit (2000), Steinhaldenfeld (2005), Fasanenhof (2010) and Zuffenhausen ( in operation since 2011). The total length of underground lines is thus around 26 kilometers. The rail network is designed so that it could at any time be converted to the subway, if the funds were available. Contrary to popular opinion is the U in the line designation is for subway, but independent.

After the opening of the new line to Killesberg in spring 1993, but that it had partially taken over the function of the 1976 abandoned tram line 10, there were 1999 with the extension of the U14 from Mulhouse to Remseck - Neckargröningen the first time since the beginning of the city railway era network deployment compared to the tram network. 2000 was followed by the commissioning of the 6.3 km long new line Heumaden - Ostfildern- Nellingen. In mid-2005, the district Neugereut was connected to the rail network, the end of 2005 the network of Freiberg to Mönchfeld was extended, in 2010, finally, the U6 from Möhringen to Fasanenhof.

Conversion of tram on tram operation

Essential criteria for light rail expansion were the conversion to standard gauge and the development of a bi-directional vehicle, so that the terminal loops could account for the route ends. In addition, the level access to trains without overcoming stages should be possible. The specially developed for Stuttgart Stadtbahn vehicle DT 8 wore of these objectives.

Since both systems had to be operated for a long period side by side, transition solutions were needed. The funding for the urban rail system routes were first converted to a three -rail track. The ( internal ) third rail was successively expanded later where there are no more trams wrong.

Another challenge was due to the station platforms. With the old trams of boarding only from the street or from a low platform (deep platform) was possible, the new light rail vehicle of ascent could alternatively accessible via a raised platform (preferred or final solution) or via a low platform. The light rail vehicles older type (DT 8.4, DT 8.5, DT 8.7) are equipped with so-called fold-up steps that can be opened during deep platform. During the transitional period, as in the tunnels wrong yet both types of cars, the platforms were rebuilt half to high platforms. On the routes of conversion of the second half was only possible where wrong no more trams.

In the course of the program for accessible use of light rail to 12 December 2010, all stations with high platforms and where necessary were equipped with elevators.

From 1982 to 1983 three pre-production of the Stuttgart Stadtbahn railcar DT were 8 (DT DT 8.1 to 8.3) used on the section Plieningen -Möhringen line 3 in trial operation. In 1985, the line was changed from 3 to Vaihingen Plieningen as the first line entirely on light rail. This was followed by 1986 lines 1 and 14, 1988, the festival line 1989, line 9, 1990, lines 5 and 6, 1993, the new line 7 and 1994, line 4, in the years 1997 and 1998, line 13 was changed, in 2000 took the new HVZ - line 8 and the now-defunct " event lines " 16 ( 2006 19 replaced), 17 and 18 to operate on. In 2002 the conversion of the line 2 of tram on tram.

In September 2005, construction began for the conversion of the last meter gauge railway line 15 on light rail. First, the southern branch of Olgaeck to Ruhbank and the section was completed by the North Station neighborhood while maintaining driving. In December 2007, the U15 between Ruhbank and Zuffenhausen Kelterplatz went into operation. On the two sections of the Südastes converted a three -rail track was laid, allows the vintage rides meterspurigen vehicles from the Tram Museum in Bad Cannstatt on the North Station to Ruhbank. From early 2008 until the end of 2011 was the reconstruction of the Nordastes from Zuffenhausen by master home, the most demanding part consists of a tunnel under the Unterländer road.

Since 10 December 2011, the Außenast the U15 is through the new tunnel in Zuffenhausen to Stammheim in operation. The stops master home city hall and master home have been merged here. The amended between stops Kirchtalstraße and salt marsh road route eliminates the stop tooth Nopper Street. The stop Kirchtalstraße is the only underground station where no trains can hold in double traction. Was not realized a angedachte in earlier planning link between light rail and commuter rail in Zuffenhausen, as the tunnel section of rail passes under the railway line to Ludwigsburg in a considerable distance from Zuffenhausen S-Bahn.

Conversion of the line network - network 2011

The SSB has changed the timetable change on 12 December 2010, some rail lines in their course. The northern branches of the lines U5 and U7 were exchanged, so that the U5 now runs to Killesberg and the U7 after Mönchfeld. Also runs the U4 - 25 years ago - from Berliner Platz on the U2 to the previous range of Hölderlinplatz, U2 operates instead by Botnang.

The light rail line U12 perverted to 2013 between Möhringen and Killesberg ( in rush hour: Vaihingen - Killesberg ). On the Möhringen -Vaihingen section it replaced partly the U6, which runs from Möhringen from since December 11, 2010 the commercial area Fasanenhof -east.

The transition coupled by the emergence equally strong outer branches. So the great residential area Zuffenhausen / Red / Freiberg / Mönchfeld is now operated with double trains and eliminates the previous overstaffing. The U2 now served two high-traffic outdoor branches in which an expansion of capacity is considered. These longer trains are used in Stuttgart, maintaining the 10 -minute clock. For this, first the platforms need to be extended, on some routes by extension of another line.

Conversion of the line network - network 2013

With the opening of the new section of line north of the junction with the Lion Gate Hallschlag the route network was amended on 14 September 2013. The previous stretch of U15, from the stop city library on the Nordbahnhofstraße to the Lion Gate intersection is, since served by the U12, which runs in the Hallschlag from there to continue. The U15 runs since then on the Heilbronner Straße directly Pragsattel. The Killesberg is approached from now on only by the U5.

The 2040 meter section between the station and Lion's Gate Hallschlag was completed in September 2013. The route runs for the most part in the middle of Löwentorstraße on which for many years it kept free grass strip between the carriageways. In every direction since only leads one lane, it was a bicycle each strip to it. The three intersections Hunklinge, Zurich street and " On the Trail" were converted to roundabouts. Even the construction of the tunnel Pragsattel the tracks were laid in the Lion Gate intersection as inputs.

The four stops Lion Gate, Zurich street, Riethmueller house and Hallschlag have been added for the U12. They are equipped with long high platforms. For the construction of the road about 200 trees were felled. Eight larger specimens could be obtained and transplanted. On both sides of roadways young trees are replanted, so that an avenue is created on big parts of Löwentorstraße.

Route Chronicle

The tram lines 1, 3 and 14 in 1989 prefixed to distinguish it from the S -Bahn and tram lines of the letter U. The E- line to Stuttgart Beer Festival, and the stadium received its current name in 1994 as U11.

Stops (selection)

Hauptbahnhof ( Arnulf -Klett-Platz )

The station opened in 1976, Hauptbahnhof ( Arnulf -Klett-Platz ) with a total of eight there trains running rail lines ( U5/U6/U7/U9/U11/U12/U14/U15 ) main hub of light rail.

Also here is the transit traffic to all long-distance, regional, and S-Bahn trains as well as on city bus lines 40, 42 and 44

By 2010, this also kept the vintage tram line 23 Now, however, the low platforms towards Palace Square and City Library are dismantled so that a stop is no longer possible. On the track 2 towards State Gallery, however, the underground station and is kept to the vintage line 21 can keep here permanently.

The bus stop is four tracks created with side platforms, with the two middle form a common surface. It is located on level -2 of the traffic building before the main station Stuttgart.

At the northern pair of tracks keep the lines U9 and U14, on the southern Talquerlinien the U5, U6, U7, U12 and U15. The special line U11 stops just on the northern track 1 because it is traveling to the city center in a loop.

Charlotte Square

The stop Charlotte Place is an underground, four-track, two-storey tower station. He is next to the main train station, the most important point of attachment of the Talquerlinien with the Tallängslinien and four bus lines.

It is the oldest underground station in Stuttgart, the lower platforms ( Tallängslinien ) were opened in 1966, followed in 1967 the platforms of the Talquerlinien that are located above the platforms of Tallängslinien and intersect at an acute and obtuse angles. It is part of an integrated transport project; south of the lower stop is a parallel four-lane road tunnel in train B 14, which passes under the Charlotte Square and the upper stop. The upper station served as a pedestrian underpass, an aboveground crossing the intersection was not possible ( only in the 1990s above-ground pedestrian crossings have been created ). In the 80s the station received 96 - cm - high platforms, for several years the platforms of the Tallängslinien are fully hochflurig. The platforms of the Talquerlinien, however, are to this day divided into high and low platform sections, as there still wrong trams and light rail vehicles by the end of 2007. Today, the underground station and is used exclusively for the special tours of the vintage line 23.

Due to the lack of intermediate level between Tallängs and the Talquerlinien and the lack of central platforms you need depending on Umsteigebeziehung once or three times to overcome the height difference between the two floors. Each level required changes can be made by stairs, elevator or exclusively up, made ​​by escalator. Between the southward platform of Tallängslinien and the escalators to the two platforms of Talquerlinien is another level difference of five or six steps or a corresponding ramp.

Ruhbank ( TV Tower )

The stop " Ruhbank ( TV Tower )" ( Kirchheimer crossroads Mean Filderstraße see also Ruhbank this ), some 400 meters to the southeast of Stuttgart TV Tower, is the most remote from populated area station of the light rail and 477 m above sea level. NN is the highest point on the rail network of the SSB. Developed in the years 1997/98 tram stop for lines U7 and U8 is located right on the city outward end of the tunnel Waldau. In order to better insert the 80-meter long central platform in the wooded area, we sat at the superstructure more wood than metal one. The stop Ruhbank the U7 served between the opening in May 1998 and the extension of the line on Sillenbuch to Heumaden in September 1999 as the last stop.

For the U15 in 2007 was parallel to a 40 -meter-long central platform east of the existing tram terminal loop. The U15 threaded on a flat ramp one about 60 meters after the stop of the U7 and U8 in their existing line. The inner track of the meter-gauge terminal loop has been preserved as the terminus of the vintage tram line 23.

In the 530 -meter-long tunnel between the adjacent stops Ruhbank Waldau and runs down the middle of the route tracks a siding for five trains, the shorter durations ( Waldau Killesberg ) was provided with increased traffic during major events in the sports area Waldau. The SSB no longer put these short runner intake, though, which is why this track now regularly has no operational function.

State Gallery

The bus stop is located at the National Gallery Willy- Brandt-Strasse, in the northern connection to the Gebhard -Mueller place, by which it is separated by the eponymous State Gallery Stuttgart, about 400 meters southeast of the Stuttgart main railway station. Here keep the lines U1, U2, U4, U9, U11 and U14. The station is underground and is located directly next to the Planetarium Stuttgart.

Due to the realization of the construction project Stuttgart 21 - in particular the excavation for the new Central Station - is later than 2016, a new, arise only in a simple depth and open at the top stop state gallery on the edge of the castle garden. These must be from 2011 transferred the existing rail line and raised by several meters. After the commissioning of the new station, the previous station will be demolished.

Justified by the imminent demolition stop the State Gallery is one of the last stations in the Stuttgart tunnel network that is not accessible. As part of the enhanced traction on double line U11, the high-level platforms were extended only with makeshift bridges.

Projects

Under construction projects

Extension U12

The light rail line currently runs between U12 and Vaihingen Hallschlag. You should go from 2016 of Dürrlewang in the south of the inner city, down by the new European quarter, the North Station district and Hallschlag the Neckar valley until after Remseck in the north.

The new sections are primarily intended to improve the accessibility of previously neglected Hall -rate, under construction, European Quarter of the planned Rosensteinviertel and further in the context of Stuttgart 21 planned development areas on previous railway tracks. The entire route is designed for 80 - meter trains.

Connection Dürrlewang

At the southern end of the line U12 in the district of Vaihingen the U12 route will be threaded on the street level at the moat from the existing line and continued through the industrial area Vaihingen -east as far as Dürrlewang. The new rail line will have a length of approximately 1,100 meters and two new stations ( Lapp Cable and Dürrlewang ) feature. The previous stop moat must be moved from the west to the east side of the road at the moat, so that it can be operated by all there trains running rail lines. The route will run mostly double-tracked in a separate track, which runs as a turf track body, in central and lateral position to the last stop at the level of Dürrlewang Osterbronnstraße. Objectives of the action are the connection of more than 20,000 employees of the industrial area Synergiepark Stuttgart in the districts Vaihingen and Möhringen and 3,700 inhabitants of the district Dürrlewang to the rail network, improving the transfer connections to bus and rail, shortening the travel time to the city center as well as the general appreciation of the commercial and the residential area. The route in this section is then moat - be Dürrlewang - Lapp Kabel.

Access European Quarter

In the area between the main train station ( Arnulf -Klett-Platz ) and the stop city library will be based on Stuttgart 21 is a relocation of the city railway tunnel (see laying rail tunnel Heilbronnerstraße below). The U12 is to share these new tunnel until shortly before the stop city library and then underground unthreaded square towards Budapest. In the European quarter, the range of U12 is done mostly in the tunnel, which is created within the building shell, and reached by tunneling under the city library at the Milan court on the east side with a ramp surface, whereupon, after crossing the Lisbon road on a bridge, the bus stop Budapest's follows. Subsequently, the 145 meter long bridge route leads through the intersection Wolframstraße / Nordbahnhofstraße and will result in a lateral position south of the North Railway Street to the intersection Cemetery Road / North Station Road. There they will connect to the existing ground-level light rail tracks in the central position of the Nordbahnhofstraße. The route in this section is then the main railway station - Budapest's - his dairy farm.

In the past, was planned with the opening of this section of line, line U15 to run also on this route. But after the beginning of 2008, introduced by the SSB change of plan approval, the route in the Nordbahnhofstraße is as described above ground run in the side position and swirl about the height cemetery road in the middle position, whereby the stop Dairy Farm can be obtained in the present situation. Originally an underpass crossing Nordbahnhof-/Rosensteinstraße was planned. Reason for proposing amendment were former traffic forecasts of up to 18,000 vehicles per day for the Rosensteinstraße that have been proven due to the amended Terms ratios of the area recognized as too high, and the intention, no opportunities to build in, because it against the political level concerns is a hasty adjustment of the existing Streckenastes in the cemetery road. Thus all options remain open for the tracks in the cemetery road and the existing stop Prague cemetery. The previous lines on the cemetery road and the stop Pragfriedhof be abandoned after as of March 2013. In order to offer nostalgic tram transport in the future, the new line would have to be carried out by the European quarter as a three -rail track.

Extension Hallschlag - Remseck

In another phase of construction, the U12 is linked to the range of U14 in the north. Here is the route from the bus stop Hallschlag south of Löwentorstraße run and pass over the Neckar valley in an approximately 500 -meter-long tunnel after the new stop Bottroper road in a trough. It passes under the railway line so. Then Austraße is crossed with a newly constructed bridge, and then connect to the Neckar bridge to the existing route of the U14. This stretch is about 1.1 km long. The route in this section is then Hallschlag - Bottrop road - be Max Eyth lake.

U12 which is then passed to Remseck. The U14 was to end in return already at the Max Eyth Lake. After planning the March 2013, it is however to Mühlhausen, the last stop before the border of the urban area, run.

Laying rail tunnel Heilbronner Straße ( follow-up to Stuttgart 21)

After the new Railway Tunnel in the area of the new central train station is almost the same height as planned for the current light rail tunnel, you have the rail line Hauptbahnhof ( Arnulf -Klett-Platz ) - are placed and moved deeper municipal library. For this purpose, a new tunnel to be built, and indeed before the new mainline tunnel can be built. Parallel to the existing rail tunnel two tunnels are driven by mining and connected to the existing tunnel in the mountain war first. Then the light rail tracks are moved into this new tunnel and the old tunnel filled. After that, the new long-distance railway tunnel can be built over the rail tunnel. This measure will be financed including reimbursement for any malfunctions with funds from the Stuttgart21 project.

Decided projects

U14 & U13: Installation stops Wilhelma and Rosensteinpark

During the construction of the B10 Rosenstein tunnel displacement of the stop Wilhelma on future southern portal of the tunnel is inevitable. The station is built transport links make sense now directly in front of the main entrance to the Wilhelma. The stop Rosensteinpark 150 meters towards Rosensteinbrücke also needs to be moved on future north portal of the tunnel.

Laying stop state gallery ( follow-up to Stuttgart 21)

The stop state gallery needs to be higher and can be shifted towards the castle garden to free up space for the light Stuttgart 21. This measure will be financed including reimbursement for any malfunctions with funds from the Stuttgart 21 project.

U6 -South: Fasanenhof Schelmenwasen - Airport / Messe Ost

Until the end of 2016 an extension of the U6 three miles of area Fasanenhof East Stuttgart exhibition center and to the airport is planned. The route is 8 run east along the B 27 with a stop Echterdingen Stadionstraße and Messe West and then north of the airport road to the terminus Airport / Messe Ost in close proximity to the existing S-Bahn station and planned Filderstadt station after crossing the A. The costs are provided to 70 million euros.

On 14 November 2012, the state of Baden -Württemberg decided to promote the U6. Together with the S2 extension to 29 million euros will be provided. In the cost- benefit analysis the U6 extension outperformed a fair connection with the U5 Leinfelden. Therefore, the U6 - extension was continued, although both routes would be more economically.

The financing consisted in the late summer of 2013 of consensus among negotiators of the cities of Stuttgart and Leinfelden, the country, the SSB and the district of Esslingen. In September 2013, the Regional Council has approved the agreements and thus decided to build the U5 (see article below ), the U6 and the S2.

U5 -South: Leinfelden station - Leinfelden Marcomannic road

In the overall project with the extension of the U6 -South (see above) is an extension of the U5 from Leinfelden station along the disused tram route to the former stop Marcomannic street decided.

Capacity increase U1

By 2016, today the third strongest line should be changed from U1 Fellbach to Heslach Bird Rain on 80 - meter trains with appropriate platform extension. The tunnel stations make it not a problem you far ahead the same for 120 meter long trains were even built. The demand on the remaining portion of the U1 to Vaihingen is lower, so that this part is then traversed with 40 -meter trains of U14.

Increase in capacity U2

The extended features of U1 then allow the necessary increase in capacity on the U2 after Neugereut without platform extension. The clock is compressed by additional trips from 10 to 5 minutes. These trains will not drive to downtown, but from William Square to the Neckar Park. Passengers to the city center can upgrade to the then -receptive U1.

Possible projects

U5 -South: Leinfelden Marcomannic road - Echterdingen backyard ( - Airport / Fair / Filderstadt )

The intention is a reconstruction of disused since 1990 and built back, but so far kept free route between the proposed new terminus Marcomannic road over Echterdingen high school to the last stop Echterdingen backyard. At the request of the Municipal Council of Leinfelden the SSB will consider this extension in the further development of the rail network. Next followed a potentially underground continuation up to the outskirts, from there on the ground floor next to the proposed commercial area Echterdingen East and from there to Filderstadt Airport / Fair and / or direction is possible. If the said industrial area is created, it is after the decisions of the Regional Assembly by the U6 ( see Article U6 extension above) opened up, so an extension of the U5 on Echterdingen backyard Moreover, it seems unlikely.

Rail connection Pattonville

In addition, the Community District Pattonville brought the cities of Ludwigsburg, Kornwestheim and Remseck into the discussion about the U14, by proposing the U12, or to have future end the U14 from the Neckar Valley in Pattonville. A given of the purpose of association Sonneberg / Pattonville commissioned study concluded that a light rail extension only to Pattonville with a benefit -cost ratio of only 0.5 to 0.6 would be very inefficient and therefore has no chance of being realized. However, the alternative route as a section of the city train to Ludwigsburg (see below) reached an economic value of 1.15.

Rail Markgroningen - Moeglingen - Ludwigsburg - Pattonville

In planning is this rail line, which continues from Markgroningen over the existing, no longer currently operated railway in the train to Ludwigsburg and from there through the city of Ludwigsburg until after Pattonville. The benefit -cost ratio is greater than 1.0, making the project eligible. With its 19 stops this would be a great extension of the rail network and the first that goes so far beyond the city limits of Stuttgart. About the rail connection Pattonville (see above) the route would be directly connected to the existing rail network.

Further development Rosensteinviertel

That after the completion of Stuttgart to be built 21 Rosensteinviertel is to be developed with the city train to the master plan of Stuttgart 21 as needed. A light rail line will then run in the axis of the Mittnachtstrasse, at the new Stuttgart Mittnachtstrasse station a transfer point to relieve the Main Train Station, the Rosensteinpark gently traverse and connect to the existing rail line in Stuttgart -Ost.

Rail projects after survey

According to a poll on Facebook on the part of SSB following rail lines were given opportunities:

  • U13 gable - Hausen - Weilimdorf Station
  • Degerloch - Hoffeld - Asemwald - Birkach - Plieningen
  • U7 Ostfildern- Nellingen - Esslingen

Bauvorleistungen

Unused

  • In connection with the construction of the Public Library at Milan Place two 60 m ( out of town) and 40 m erected on the site of the former goods station from November 2008 to early 2010 ( town) long single-track tunnel tubes - sections for the under construction U12 route.
  • The stop Herderplatz is already mounted on a deeper, now unused tunnel trough, which merges into the existing tunnel to Botnang and to a possible future tunnel under the Bebelstraße can be connected. When Herderplatz already two elevator shafts were built for opening in 1994; However, there is one on stadteinwärtigen platform until today only in kit form. This side of the station is yet to achieve barrier-free with an elongated ramp. Whether the second lift is installed, is therefore not yet in sight.
  • The terminus Ostfildern- Nellingen was applied in a concrete trough deeply established, which can be redeveloped in a possible further construction direction Esslingen in a tunnel ramp.

No longer needed

  • Between the stops Charlotte Square and National Gallery is still the unloading, the parallel south running, now unused tunnel to see which resulted in the former temporary tunnel ramp Konrad -Adenauer-Straße (1972 with the opening of the tunnel portion Charlotte Place - Stöckach abandoned).
  • Already in the 1980s, helped build a tunnel box was as constructed provisions for eventual leadership of today's U15 over the Zuffenhausen station below the B 10 / B 27 in Zuffenhausen. This tunnel is unused to this day. It extends just below the surface of the main road, not under the railway facilities of Deutsche Bahn, as these were indeed reduced in the construction of the highway, but not rebuilt. As part of the construction of this tunnel U15 was not used, as it has opted for a guided tour of the city railway line through Zuffenhausen. Future removal of the tunnel through the lowering of B10/B27 is expected.
  • On the section of Vaihingen to Möhringen the new bridge over the north-south road was built the early 1980s, an additional standard gauge switch in the track after Möhringen during construction. At a time planned relocation of the track maintenance yard cheeks to the present-day town train depot Möhringen ( no longer followed today ) would be over these points, a goods siding from Vaihingen station, which would have shared the city railway in parts as the former Filderbahn, along the north - south road been connected to the new rail yard.

Historically

  • As part of the suburban railway construction until 1978 was the second basement under the Rotebühlplatz as constructed provisions for the light rail a short tunnel piece. This tunnel was commissioned in 1983 after the construction of the metro stop Rotebühlplatz and the ramp in the Fritz -Elsas - road running.
  • In today fallow section between Leinfelden Echterdingen and high school were in the range Echterdingen in the late 1970s, when it was not yet decided on the future of this route, thresholds for a three -rail track (but in outer layer ) installed. Together with the rest of the track systems also already developed this section was built back in 1991, as the U5 1990 had received their endpoint in Leinfelden and a continuation was not foreseeable.
  • At the opening of the downtown tunnel of Talquerlinie 1976 and 1978 this was already fitted between Palace Square and the main railway station already with regular track suitable thresholds and stairs to the disposal of the stops with high platform approaches. At that time it was still, however, from an outer layer of the third rail, which is why the thresholds had to be turned around in mid -1980s in several night actions to the now usual inner layer. Thus, the edges of the raised platform stumps were at the south end of the station stop too far away from the track, so that they. Were made in 2010 in the Binding of the high platform, that is the task of the low platform, was not available for the urban rail system The SSB therefore had to adapt in the summer of 2010, the track position in this area.
  • Under the Kleiner Schlossplatz ran from 1968 to 1978, a tunnel tram line 8 in anticipation of future use by the rail he was regarded as constructed provisions. In 2002, it was integrated in the course of the new building of the Art Museum in the exhibition rooms in the basement.
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