Stuttgart Flughafen/Messe station

  • Railway line Stuttgart-Rohr - Filderstadt ( 790.2-3 )

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The Airport / Messe Station is a station in the network of S -Bahn Stuttgart. Although it bears the name of Stuttgart in the official name, he is not in the county, but on Echterdinger district. It is part of the airport tunnel.

On weekdays in 2011 an average of around 11,000 passengers were counted per day.

Construction

The 210 m long central platform located below the terminal building 1, 2 and 3, about 20 m below ground.

At the 250 m long platform area closes west on a 450 m long tunnel section. East follows an approximately 400 m long parking and turning facility to which the stretch to Filderstadt followed. In the western head of the station to connect four switches, the two main lines.

The gradient drops on a train station at 1.67 per thousand to the east. To the west of the platform increases the distance, a short walk- section, with up to 29 parts per thousand to the east it falls to the parking and turning towards plant with an initial 20 per thousand from.

Traffic

On weekdays in 2011 an average of around 11,000 passengers were counted per day.

Analysis calculated for the year 2010 is a cross -sectional loading of 14,600 passengers on the direction Echterdingen section. For the section towards Filderstadt 8,300 travelers were given. A distinction between one- and -outs as well as by drivers does not take the source.

According to the Airport Company of 2013, 16 percent of air travelers had traveled by train to the opening of the station. Meanwhile, the share would amount to 23 percent. After commissioning of Stuttgart 21, this proportion should rise to 40 percent.

A 2013 submitted traffic forecast expected for the year 2025 of 25,200 daily and west to the station and departing passengers ( sectional density ). 14,900 are expected east of the station. On the section between the airport and Filderstadt is expected to decline by 200 to 8,100 travelers. The S-Bahn extension to Neuhausen is not included therein.

History

The drafts for the construction of a tram system for the Greater Stuttgart in the 1960s, traffic planners also considered the Filderebene. The railway line from Stuttgart-Rohr after Filderstadt, on which the Federal Railroad had passenger traffic in 1955 set should be developed for the future S-Bahn operation and thus allow connection to Stuttgart Airport. But better to connect the airport to the public transport network was at that time not in the foreground and had no urgency.

The production of an S -Bahn line from the airport was the subject of the third execution Treaty Stuttgart S-Bahn, which was closed in 1978.

It was not until 1984, the doubling and electrification of the railway line Stuttgart-Rohr -Echterdingen. For the airport terminal a completely new route was from Echterdingen. Due to lack of space at the airport only an underground station came into question. The competition for the design of the station was won by Gerkan, Marg and Partners.

This was built at the same time, which opened in April 1992, Terminal 1. The plan approval procedure of the section with the station was completed in September 1986 after one year. On October 10, 1986 completed Prime Minister Lothar Späth, the mayor of Stuttgart, Manfred Rommel and more for the groundbreaking ceremony. Primarily a 130 m long section of the platform area was first produced in 18 months, so it parts of the new terminal could be established. By the end of 1989, the first 1.1 kilometers long airport tunnel was built in the shell. Due to the intense tunnel work delayed the planned completion of the road and the railway station by several years, so that the S-Bahn line S2 initially ended in May 1989 Oberaichen.

The cost of the airport station are estimated at 109.4 million DM. Of these, 106.9 million DM from S -Bahn funds and the remaining 2.5 million DM were supported by the German Federal Railroad.

On 2 March 1993, the trial operation began. On 18 April 1993, the inauguration of the station Stuttgart Airport took place. The Ostkopf of the tunnel had been prepared during the construction phase already for the continuation of the underground route. 2001, the German Bahn AG realized this option and opened the new section to Filderstadt- Bernhausen.

In support of the exhibition center, opened in 2007, which represents a new crowd puller on the Fildern and is in the catchment area of the station, in 2008 the name was changed to the train station in Stuttgart Airport / Messe.

Stuttgart 21

As part of the major project Stuttgart 21 train station should be in the future also served by the trains running on the Gäubahn long-distance trains. This is facilitated by the proposed Rohrer curve and the airport curve to connect (Hauptbahnhof Stuttgart ) the Ostkopf the station in an arc of about 180 degrees with the new Stuttgart - Wendlingen. In addition to be built with the Filderstadt station a twin-track railway station for long-distance trains to and from New Wendlingen -Ulm and local trains to and from Tübingen ( Small Wendlinger curve).

In both station heads to allow the change in the respective other station track four points.

The alternative concept railhead 21, however, provides for the preservation of the existing station, to be tethered on a track triangle on the new line in the direction of Stuttgart and Ulm.

Critics criticize the intended design speeds of 80 km / h or ( in the range of Leinfelden ) 60 km / h Is also critical of the same level crossing of long-distance and regional trains to Stuttgart main station and S-Bahn direction Vaihingen in West head to the train station.

Reports that the S -Bahn - clock in the wake of Stuttgart 21 is to be thinned out, rejected the Verband Region Stuttgart, this is an obsolete state of planning before the fair.

Exception approval

On November 2, 2004, DB Netz AG applied for subsequent to the train station tunnel section, a deviation from the Railway Construction and Operation (EBO ). This exception approval erupted a year-long dispute between Deutsche Bahn and the German Federal Ministry of Transport.

In September 2006, was standing by the web information clarifying the procedural Procederes pending. After re- submitting the plans, the Federal Railway Authority should request an exemption from registration with the Federal Ministry of Transport according to own data. At that time there were negotiations between the Federal Ministry of Transport, Land and Deutsche Bahn. Deutsche Bahn CEO Hartmut Mehdorn held the exception approval in July 2007 for a formality.

In a top-level meeting with representatives DB representative of the Federal Ministry of Transport refused in October 2007 from the joint use of the existing station by long-distance and regional trains. Instead, the new station should be connected with a tunnel under the fair at the railway line Stuttgart-Rohr - Filderstadt. Such a tunnel between the edge of Echterdingen to the new airport train station should cost 80 to 100 million euros for rail internal calculations. The decisive factor for this decision was that would have been abandoned by the then planning the Deutsche Bahn, the accessibility of the S-Bahn. Such a breach of the Equality Act was not acceptable. According to a media report, the then Minister of Transport had definitively refused due to the accessibility attributable to adopt an exception approval. The regulatory context in which the S-Bahn station must remain accessible in the trains when getting in and out, had been clearly loudly Tiefensee. The conditions for a derogation approval had not been given.

In the project partners was then assumed a completely new route between the Rohrer curve and the airport train station. The structural uncertainties at the airport, according to media reports would have meant that after achieved on 19 July 2007 agreement on the financing of Stuttgart 21, the financing agreement had been delayed by over a year.

Early 2008, considered the DB, the platform to extend to around 300 m and largely reduce to the usual long-distance and regional traffic level of 76 cm, which increased at both ends to 96 cm boarding areas for the S -Bahn should be created. Wheelchairs should thus ground level could got out of the first in each direction of travel from door S-Bahn. In order for the exception approval should be made possible. In early March 2008 gave the Federal Transport Ministry announced that due to a new interpretation of the law for the shared use of the station by long-distance trains no exception approval is required, however, probably for the use of the subsequent S-Bahn tunnel. One also conceivable height adjustment of the two edges was seen by Deutsche Bahn due to the operational unfavorable change in direction operation and the lack of alternatives in case of failure critical.

Tiefensee have first encountered the exception approval projected for 2008, however, she refused due to lack of safety evidence from later.

According to a media report, the exception approval was only a matter of time before the end of 2009. According to the Federal Ministry of Transport documents of Deutsche Bahn were then examined with the aim to grant the exemption approval as quickly as possible. The company had to provide proof that all scheduled vehicles designed for the route and the escape routes in the tunnel were sufficient and secure. They also had to submit a plan for a safe and rapid evacuation of the tunnel in an emergency. A prior commitment of the new Federal Transport Minister Peter Ramsauer to decide by the end of 2009 about the exception approval, according to the ministry data was not possible because the German railway had submitted new documents to the Federal Railway Authority. According to the Federal Railway Office, the German railway have until March 2010 the necessary proof of equivalent security is not provided. In particular, sufficient documentation was missing for evacuation concept.

The German railway submitted to the Ministry before a series of proposals to increase the security. According to the Federal Ministry of Transport, the German railway have not submitted all the documents necessary for a decision by mid- May 2010, which allowed an examination of the particular evacuation concept. The exception approval was delayed until the end of 2010.

By letter dated June 18, 2010 finally approved by the Federal Minister of Transport ( according to § 3 (1 ) a of EBO ), on the track Leinfelden - Stuttgart Airport the distance in kilometers between 20.6 to 24.7 from Regelllichtraumprofil ( Appendix 1 of § 9 EBO ) departing. For two sections (km 21.980 to 22.465, and 23.075 and 24.057 ), the minimum distance between track centers was of 4.00 m to 3.80 m at least reduced (§ 10 Section 2 Sentence 1 EBO ). Project opponents criticized the exception approval.

With the temporary initially until December 31, 2035 except for approval numerous provisos were connected: So the tunnel must be made by electric vehicles with bogies ( no Einzelradsätze ) be traveled, tilting technology is possibly technically safe off, the doors of the vehicles must also be on S- platform can be opened (96 cm). Prohibited vehicles with Drehfalttüren or windows that can be opened by the travelers. In case of unforeseen hold an emergency call should be discontinued and blocking both main lines. The escape routes to the tunnel are from 80 cm to 1.00 m wide zoom ( the rule width of 1.20 m would be technically complex to produce ), handrails, adapt tunnel lighting and emergency exit signage. According to the Federal Ministry of Transport, the exception approval should be reviewed in 2035 for the development of traffic on their appropriateness.

As part of the concept, the northern edge of the platform will be used in the future of long-distance and regional trains. The envisaged for this track, platform height of 76 cm is realized by changing the track position, the platform itself remains unchanged. The entrance height of 96 cm of the S -Bahn track to become unchanged.

With the exception submitted approval, the treatment of the planning approval process could be initiated in the affected zoning section 1.3. The German railway referred as part of the process amongst other things on the ( from the long-distance transport also traversed ) Prague tunnel with a track distance of only 3.60 m. After track information, the use of the tunnel by the long-distance transport agency in the face of additional alignments with other land use, the best solution dar. The aboveground part of the route is also the subject of the planning approval process. The track distance in this section shall be increased by 3.80 to 4.00 m. The Federal Railway Authority, the consultation process for this plan approval section not yet opened (May 2013).

Would the use of the existing station has not been approved, the construction of an additional connection from the direction of pipe would have been necessary with the Filderstadt station. The new route would run in tunnel from the outskirts of Echterdingen to the airport; founded on the up to 17 m deep anchors exhibition halls should have bypassed it. According to calculations by the train itself would thereby, including the necessary integration into the new line, resulting in additional costs of about 80 to 100 million euros. If the new route beyond must be extended to pipe (separation of S-Bahn and Regional-/Fernverkehr ) would have been expected with even higher costs. After the railway indications, this would also have led to construction delays.

Operational concept

A mid-2008, submitted a draft timetable concept seen operating restrictions in the route design in the future additions to Gäubahn. For long-distance and regional trains running time increases by an average of around seven minutes to be in the feed to Gäubahn due to the sequence of moves for the S -Bahn required. The design of the operating program at the station was close.

Optimizations have until mid-2010, the traveling time extensions and other disadvantages can be overcome. DB Netz searches (as of mid-2010 ) solutions to reduce the potential for conflict. In the planning process solutions for fast half-hourly paths for ICE and Regional Express Transport had been found. To improve the schedule stability calls DB Netz including a doubling of the distance between the station and the new line as well as double track, reversible ( with four points) in both station heads.

After the planning status of the end of 2010 to run on a track to the station per hour six S-Bahn. Of this amount, contact the Station and take four to Filderstadt two trains. The second track, however, is provided for the other trains; here are per hour per direction per two trains; According to web information amounts to the degree of occupancy of this platform track 20 percent. In the event of a fault to the other of the track can be used by both sides of the station arranged track change, with a barrier-free entry is then no longer guaranteed. In particular, due to the operation by long-distance trains results in higher fire loads that require an upgrade of the station.

An investigation by the Transportation Research Institute at the University of Stuttgart on behalf of DB ProjektBau certified that the proposed operating concept of good industrial quality. The Federal Railway Authority has doubts as part of the planning approval process, whether the performance of the station is sufficient. The determined in an appraisal of Ulrich Martin in 2008 optimum power range 16 to 18 trains per hour consider the EBA for " driving under any circumstances and to plan ," the determined performance was "extremely marginal ". The Office maintains a more spacious viewing necessary.

Costs

Due to changes in fire regulations, there is (as of March 2011), a 50 per cent risk of 23 million euros.

Railway operation

The station is served by the S -Bahn Stuttgart. On track 1, the S- Bahn trains to Filderstadt. Track 2 is assigned to the S-Bahn in the direction of the pipe. The S-Bahn line S3 border mostly on platform 2 The travelers have two outputs with escalators are available, each leading to a mezzanine. About the western mezzanine leads to Terminal 1 and the exhibition center. From the eastern mezzanine to reach the Terminal 3

The Airport / Messe station corresponds, according to the Deutsche Bahn AG, the train station category 4

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