Vaihingen (Enz) station

  • High-speed line Mannheim -Stuttgart ( 78.5 miles )
  • Württemberg Western Railway (km 138.7 ) (CAB 770, CAB 710.5 )

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The Vaihingen Bahnhof ( Enz ) is the long-distance and regional train station of Baden- Württemberg town of Vaihingen an der Enz It belongs to the category 4 station of the Deutsche Bahn AG (DB).

As one of the few passenger stations in Germany the station is run through scheduled ICE trains with about 250 km / h; outside the train maximum speed limit is 280 km / h On these two continuous main tracks are no platforms.

In the station several functions have been combined: The new track was in Vaihingen Bahnhof ( Enz ) with the existing route network linked. At the same time are overtaking opportunities and to track change (between the two new tracks - tracks ) are available.

Location

The station is located about 2.5 kilometers outside the city center of Vaihingen, between the city and the district Kleinglattbach to about 250 meters height.

The station lies on the high-speed line Mannheim -Stuttgart ( kilometer 78) and on the Western Railway ( Bietigheim- Bissingen - Pforzheim, kilometer 138).

Construction

The train station is up to 22 m high dams and up to 16 m deep cuts. The incision in the western head case has an average depth of 7 m and a bottom width of about 70 m.

The railway system consists of eight main tracks, which are numbered in ascending order in a northeasterly direction. In the center of this case run the two with 250 km / h traffic tracks of high-speed line ( platform numbers 4/5). In Vaihingen ( Enz ) not stopping train can thereby pass the station with the maximum line speed of 250 km / hr. Both sides snap into place at two passing loops (No. 3, 6). In the northeast it close just two tracks, each with a 400 m long, 8.5 m to 9.5 m and a length of 120 m covered platform for holding passenger trains (no. 7, 8) and the South (1, 2).

Trains to and from the new line can only hold on to the platform tracks 2 and 7. The tracks 1 and 8 serve the regional trains of the relations Pforzheim -Stuttgart (track 1) or Bietigheim- Muehlacker (track 8). A continuously height- free guidance allows for management of the regional trains without mutual interference. On the eastern edge of the station, the high-speed tracks will become the 2.8 km long tunnel Markstein and pass under the above case of the tube, in a north - easterly direction, extending regional track direction Bietigheim. Both regional railways will become the Nebenwegtunnel in this area. In the southeast of the station, the regional track conditions Muehlacker crosses under the two here on a bridge extending high-speed tracks. At both ends of the station system is the possibility on track change ( four points) between the two track rails of the new line to change.

Travelers reach the platforms on two north-south trending underpasses. Both underpasses provide stairs entrance to the platform, the eastern underpass is connected by ramps accessible with the platforms. On the forecourt find ten to twelve buses, several taxi ranks and more than 300 car - parking space. A parking garage and three parking lots offer parking for several hundred cars

The (now disused ) seven kilometers Vaihingen rail passes under the station with a track in the platform system. The new station also a new stop of the private funicular was constructed at the station. The operation on the route was discontinued in late 2002 as a result of the program, " Mora C". In the northwestern area of ​​the country road crosses the railway lines in 2252 on a bridge, in the southeastern part of the station cross the main road in 1125 already consistently lying here in the tunnel long-distance and regional tracks.

At the station there is a train service building, which also receives a relay interlocking the type SpDrL60, the crossovers and the interlocking Kraichtal the high-speed line remote controls. On the roof of the station building is a UMTS transmitter of O ₂ Germany. A substation is located above the North West portal of the landmark tunnel, in addition to importing into the Nebenwegtunnel tracks, on the southeastern edge of the station.

Transport links

The station is operated in the timetable of 2008 long-distance transport of regular intercity trains. Chance also hold ICE trains in Vaihingen. In the transport hold IRE, RE and light rail trains in the Vaihingen Bahnhof ( Enz ).

The station is served by doing the following lines:

  • IC Nuremberg -Karlsruhe; every two hours (alternating with IRE)
  • IRE Stuttgart -Karlsruhe; every two hours (alternating with IC)
  • RE Stuttgart- Bietigheim- Bissingen -Heidelberg; every two hours (alternating with RE to Karlsruhe )
  • RE Stuttgart- Bietigheim- Bissingen -Karlsruhe; every two hours (alternating with RE to Heidelberg )
  • S 5 Bietigheim- Bissingen - Karlsruhe- Pforzheim- Wörth (Rhein) the Stadtbahn Karlsruhe; every hour, every two hours on weekends
  • Single IRE amplifier Stuttgart -Vaihingen ( Enz ) for weekday rush hour
  • Single IC trains Stuttgart, Cologne and Hamburg
  • Individual ICs to Wiesbaden, Heidelberg and Saarbrücken; partly trains at rush hour, some leave trains
  • In the rush hour trains the individual S 9 ( Bietigheim- Bissingen ) Muehlacker - Bruchsal the Stadtbahn Karlsruhe
  • Day morning also holds an ICE to Stuttgart in Vaihingen ( Enz ).
  • In addition, on weekdays holds a ICE to Cologne in Vaihingen ( Enz ).

The original concept was to have maintained between the Rhine -Main region and Munich six to eight D - trains the relation Karlsruhe- Stuttgart as well as an equal number of D - trains per day. Intercity holding were not provided. In regional transport the higher line capacity of the new line should be used to load additional regional trains if necessary. With the link between new and Altstrecke not previously realizable connection relationships in Karlsruhe ( Basel ) and Stuttgart ( Munich ), it was also possible to produce.

The station also serves as an overtaking. These were located at a distance of about 25 kilometers along the new line put into operation in 1991. After the originally planned mixed traffic has not been realized by passenger and freight trains, this overtaking only be used to a limited extent.

History

Planning

The station was in the zoning section 12 of the new line.

For operational reasons ( Enz ) was to provide an overtaking of the proposed new line in space Vaihingen. A major reason for the expansion of overtaking a passenger station was the city development plan of the city of Vaihingen, which provided for a merging of the core city and the district Kleinglattbach. In the late 1970s the city had around 20,000 inhabitants, the end of the 1980s around 24,000 inhabitants.

In the early stages of planning was planned, the station parallel to the existing track between the stations Illingen and Vaihingen ( Enz ) Nord to arrange. This route was discarded in favor of a stretched silhouette of the new line. This resulted in the need to bring the existing line in this area in a position parallel to the new line.

After the planning status of 1973, the existing line should not be changed in the room Vaihingen, but linked to a link between Sersheim and the west portal of the landmark tunnel with the new line. This link should double track height freely feed out of the new line and single track height equal to the existing line south of Sersheim lead. A two-pronged height free web link towards Karlsruhe was also provided between Illingen and Ensingen.

After the planning status of the end of 1974, the station should be run elfgleisig. In addition to four platform tracks on two platforms ( tracks 1 and 2 in the north and 9 and 10 in the south) should both sides of the two continuous building line tracks (5, 6) two passing loops (3, 4 and 7, 8) with the provided on the new line bulk gauge arise. In addition, a Umfahrgleis (11 ) south of the platform track 10 was planned. From the direction of the track Muehlacker an industrial siding should also be threaded. By 1979, it is ultimately realized neungleisige track plan was derived.

The city of Vaihingen rejected the plans for a new railway line from first. On April 6, 1977, the municipal council of the town of Vaihingen, a private regional planning process for the Vaihingen stretch decided to apply to enforce claims to the route of the new line (31a State Planning Act in accordance with § ). The planning documents for the zoning section 12 ( Vaihingen an der Enz, Sersheim, km 76.350 to 85.790 ) were from 10 June to 11 July 1977 public. In a statement, the council refused in July 1977 from the so-called "economy line " and called for the originally intended line routing.

The plan approval process was first initiated in 1977. After negotiations between the Federal Minister of Transport and the Minister President of Baden- Württemberg significant changes had revealed the method in 1979 was re-launched. In further discussions with communities, public agencies and citizens there were further changes that led to plan amendment process. The overall schedule of the Federal Railroad saw before going to the winter schedule in 1990 to operate from the installed main line and the summer timetable 1991 operating on the new line. Construction of the entire section should this be done in October 1984.

In the fall of 1979, the Regional Association Middle Neckar agreed as part of the planning approval process principle of the new line route in the zoning section 12 ( Vaihingen / Enz, Oberriexingen, Sersheim ) to, but criticized the landscape conservation mitigation planning and the sound measurement method. With its opinion for the plan approval process the city of Vaihingen ( Enz ) in November 1979 called for additional environmental protection measures and compensation for unavoidable interventions.

In the fall of 1980 was a general agreement on the location of the station building, the development, the parking and the bus station to a degree of clarity that could be started with the building design. In agreement with the city of Vaihingen the Federal Railroad invited five architects to submit preliminary designs for the station building, the largest building in the entire new line.

After Heinz Kälberer had become mayor of the city in 1981, began the search for a compromise. In May 1981, the plans of the five architects existed that were assessed after a preliminary examination on 10 June 1981 by one with representatives of city, Federal Railroad District Office for Nature Conservation and Landscape Management and the Head of the City Planning Office Freiburg. The revision of the two shortlisted designs choice was presented in October 1981; in a second assessment of the design of Schmitt, Kazimir Partners and was clearly favored. After further consultations the city of Vaihingen agreed to the selected plans in the fall of 1982.

In February 1983, the four-day public hearing for the Vaihingen stretch took place. Against the judgment given on 21 May 1984 zoning decision, the last of the 24 planning approval of the new line, collected 34 13 plaintiff lawsuits. On 4 October 1985, the Federal Railroad ordered immediate enforcement of the section. Thus, the construction law was present. On May 12, 1986 ( for construction roads and opening up of the construction site ) and on 17 October 1986 ( for the other areas of the new haul route ), the German Federal Railroad was admitted to the possession. The end of 1986 was the largest part of the required land owned by DB.

Traffic forecasts went from an annual passenger flow of 175,000 long-distance transport, and 1.5 million in transport from. After the planning stage in 1983, all commuter and passenger trains on the existing line, remaining on the existing line D trains that provided on the new route during rush hour express trains as well as six to eight over the new line -propelled D- trains per day in each direction on the keep the new station. After the planning stage in 1979, the railway station and interchange of trains running between Mannheim and Stuttgart, D- trains and the traffic direction Pforzheim, Muehlacker and Bietigheim- Bissingen should serve.

Construction

The construction of the station plant began on 23 September 1985 with the establishment of the site. On site, which had already acquired the German Federal Railways for sale before, a site entrance has been created. On the same day was begun with the construction of the office building of the construction supervision center Vaihingen ( Enz ) that drove the construction of the new railway line between kilometers 61.7 and 84.2 as well as the relocation of the original route Stuttgart -Bretten.

On November 18, started at the crossing structure Muehlacker, the actual construction work. The station building dates back to an architectural competition, from the Karlsruhe office Schmitt, Kasimir & Partners emerged. On November 6, 1987 topping out around ten kilometers of roads was celebrated at the station building, the building finally completed in September 1990 .. In the course of the building were new or rebuilt, moreover, bicycling, walking and field paths. Due to the delayed by about two years large-scale construction, a new general schedule was required to maintain the unchanged start-up date of the new line (1991 ) can.

On 7 November 1986, the construction of the reception building began. The topping out ceremony, followed by an open day was celebrated on November 6, 1987.

Approximately 1.6 million cubic meters of soil were excavated for the 70 m wide and 2,000 m long station and placed 1.1 million cubic meters of new floor. Alone for the earthworks ( planning status of about 1986) should be issued 35 million D- Mark in the station area. The excess masses were introduced to the west of the station facilities located Hakenhäule soil depot.

Passenger traffic at the existing Vaihingen station in North Kleinglattbach was given the timetable change on 30 September 1990. At the same time was a misplaced at 7.31 km with the new Nebenwegtunnel section of the existing line as well as operating in a 1.36 km long, single-track section of the new rail service to Vaihingen Vaihingen ( Enz ) Nord. The plan was originally to get him as a transfer point for freight AWAY. This could only be realized by 2002. It was dismantled after 1994 on a track. Only after clearing the route of the Western Railway to the Hakenheule the terminals of the installed Western Railway between the new and the Illingerstraße Vaihingen station could still go up on remaining stabilization works in operation in the same night.

A curiosity during construction was that the point of intersection with the Altstrecke (km 76.8 ) only after the transfer, a few months before the opening of the high-speed line, was completed in September 1990. During the contact wire already hanging and the surrounding tracks were laid, the testing and Einmeßbetrieb the high-speed line was single-tracked through a temporary bridge.

Commissioning

On 6 and 7 October 1990, the new station was opened. The station took over in addition to the regional and long-distance transport and the function of express and baggage service from the station Vaihingen ( Enz ) Nord, which was around 3.5 km away from the main town.

The operation on the new line was added to the schedule change on 2 June 1991.

Even in the 1980s was its scheduled time of driving time of Vaihingen ( Enz ) to 24 kilometers (air distance) away in Stuttgart Express Train on Bietigheim around 32 minutes. With the commissioning of the new line IRE could be offered with shortened travel time between Stuttgart Vaihingen and 15 minutes.

Operation

The southern track 3 was not used operationally by the middle of 1999 until December 2008 and was closed.

Costs

In 1983, the cost of the station building has been estimated at around 5.5 million DM. The outdoor facilities ( with 450 parking spaces and bus station) should cost about three million DM.

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