1349:(small counter hall). In deciding whether to use the mining/boring construction method, or dismantling and reconstructing parts of the building, here too the decision was made to instead utilize the top-down cut-and-cover method. To be able to move the weight of the building onto newly constructed outer support pillars, the foundation walls were surrounded by concrete sleeves, or pairs of concrete beams, which braced each other. Underneath the sleeves, horizontal beams, which rested on the new support pillars, were constructed. Once both the sleeves and beams were in place, hydraulic presses were used to put pressure onto this supporting structure, until the pressure generated equaled the weight of the building to be put on top. To complete the process, the presses were then replaced by wedges, and the resulting settling of the Kleine Schalterhalle was limited to 1 millimetre. The old building foundation was removed, the site underneath the building was excavated, and in September 1973, construction of the inner shell of the tunnel was begun.
1341:
pit was split lengthwise into two lateral pieces. Construction was done utilizing the cut-and-cover top-down method, where the outer shell was made up of a 28-metre-deep bored pile wall, on top of which the roof structure of the tunnel was built. The tracks and platforms where then reconstructed on this tunnel roof by May 1974, which meant the complete resumption of main line traffic. Underneath the roof structure, space was then excavated from the top down, and the inner shell was constructed, consisting of a floor and inner walls, which carried the roofs of up to three internal levels. On the topmost internal level, an underground parking garage with 120 spaces was built, which doubled as a civilian shelter, secure against airborne agents, such as poison gas, and nuclear attack, with a capacity for 4,500 persons. The inner shell was completed at the end of 1975.
131:
1356:
construction company suggested that a 322-metre-long section between
Thouretstrasse und Fürstenstrasse should be constructed using a mining method, in a depth of 8 to 10 metres. As the most economical solution, this suggested method was used, but as it resulted in settling of over 50 centimeters in places along the section, instead of the expected settling of 5 centimetres, the sewer system and roads above the site had to be reconstructed. Utilizing the open method of construction after that point, an emergency exit was also added near the Kanzleistrasse. In June 1973, this section was the first shell section of the Verbindungsbahn to be completed.
1501:
1477:
1369:
1489:
583:
717:
998:
474:
25:
710:
648:
616:
597:
544:
519:
380:
296:
1470:. At the Heslacher Wand access point, a loading track was operated to assist in the removal of 180,000 cubic metres of excavation material from the site. In total, 396,000 cubic metres of material were removed in the section between Schwabstrasse and the station at Universität. Once the Verbindungsbahn was put into service, these access points serve as emergency exits, ventilation shafts, and smoke funnels in case of fire.
678:
558:
481:
445:
438:
431:
1522:
979:
914:
812:
787:
762:
739:
685:
590:
551:
505:
467:
1023:
939:
892:
870:
351:
1048:
655:
623:
512:
373:
1208:
1455:
tube, was redesigned to feature two smaller single-track tubes with an egg-shaped profile. The upper section was left to be built in single-tube, twin-track configuration with an arch profile. The redesign of the rear section also eliminated the need for the construction of an emergency exit in an area with thick vertical cover; in case of an emergency, exits to the other tube would be utilized.
1412:) was constructed at a depth of 11 metres to 27 metres under the street surface, underneath the ground water table, which is at a depth of 6 to 8 metres. Lengthwise, this section has a grade of 1.6 per mille, and was only completed in December 1977, due to complications in the construction of the ascending terminal loop, which utilized a mining construction method.
1639:
stations from
Hauptbahnhof to Schwabstrasse feature island platforms, and the station at Universität has two side platforms. The stations at Hauptbahnhof, Stadtmitte, and Schwabstrasse are staffed by station supervisors around the clock, while the stations at Feuersee and Universität do not, or no longer, have personnel present at any time.
1295:, between Stadtmitte and Schwabstraße, was added to the plans for the Verbindungsbahn. Also, all trains originating from Hauptbahnhof were to stop at all stations to Schwabstraße, in the name of better service along the line. These changes now enabled the Bundesbahn to develop the plan for the Verbindungsbahn as it was later realized:
1433:
the
Westbahnhof, with a horizontal defect of 8 millimetres, and a vertical defect of 2 mm. The tunnel features a diameter of 6.7 metres in the single-track section, and 9.8 metres in the twin-track area. The vertical cover between tunnel and surface is 17 meters at the Schwabstrasse station, and 80 meters at the Westbahnhof.
1429:). In the rear of the terminal loop section, undepleted anhydrite posed different problems, because this mineral, when it comes in contact with water, tends to massively expand, which puts enormous pressure on the tunnel structure. For this reason, the inner shell of the tunnel in the area is up to 1 metre thick.
1537:
station is a subterranean terminal loop, which enables the trains of the routes S 4, S 5, S 6 and S 60, which terminate there, to turn around. This terminal loop features a twin-track section, which, in the early years, housed a reserve S-Bahn train; today the 2nd track serves as a passing track, so
1454:
On 2 April 1979, the second phase of construction began. In an attempt to achieve better control over the pressure put on the tunnel by the expansion of the anhydrite material around it, the rear, 2.2 kilometer-long section of the
Hasenbergtunnel, originally planned in 1967 to feature one twin-track
1432:
For the survey of the terminal loop, 40 measuring points were used. Since there was no access to the surface, the only point of reference for the survey was the station at
Schwabstrasse. After tunneling for 850 meters to the right, and 900 meters to the left, the cut-through was achieved underneath
1420:
On 7 October 1974, the tunneling work began to construct the terminal loop, which is connected to the
Schwabstrasse station, branching structures, and 60-meter-long sections of two single-track tubes of the Hasenbergtunnel, started in 1979, to connect to the Stuttgart–Horb railway. The front section
1306:
A terminal loop, with the ability for passing, connected to the station at
Schwabstrasse. Even though this meant higher construction costs, the Bundesbahn saw this method as economically more efficient than an underground terminating track, especially in light of the many trains that were scheduled
1399:
line was rerouted to run on the
Gutenbergstrasse, which runs parallel to the northwest of the Rotebühlstrasse, while the road traffic was rerouted to the Augustenstrasse, parallel southwest of the Rotebühlstrasse. This section of the tunnel has a lengthwise grade of 37.5 per mille, and the station
1638:
At the station
Hauptbahnhof (tief), the tracks were originally labelled as Track 1 and 2, but were later changed to Track 101 and 102, which eliminated the possibility of mistaking these tracks with the main line tracks aboveground. In all other stations, tracks are labeled as Track 1 and 2. The
1529:
The section between the stations at the
Hauptbahnhof and Schwabstraße is the main section of the S-Bahn network, and is served by all 7 S-Bahn routes. With the exception of two early-morning trains, which begin or end at Hauptbahnhof, all S-Bahn trains traverse this entire section. S-Bahn trains
1340:
During the construction of the Verbindungsbahn section underneath tracks 1 through 3 of the Hauptbahnhof, no more than one main line track was scheduled to be taken out of service at any time. For this reason, a makeshift platform was constructed at the north-westerly track 1a, and the excavation
1331:
for pedestrians, the Stadtbahn, and the S-Bahn. On 5 July 1972, work started on the construction of new a raised track in the Hauptbahnhof apron. In April 1972, the first phase of construction on the actual Verbindungsbahn began with the construction of a tunnel underneath the tracks of the main
1364:
Starting in November 1972, the station Stadtmitte, 22.5 meters wide, with a platform 12.8 metres in length, was constructed under the Theodor-Heuss-Straße, which is near the Rotebühlplatz and is 45 metres wide. The platform area was also built to be able to serve as a civilian shelter with a
1355:
The section between the Hauptbahnhof and the station Stadtmitte was to be built utilizing open construction, according to the plans, where roads above the construction site would be demolished, the tunnel built, and then the road and other structures would be replaced. However, a bidding
1344:
The technically most challenging aspect of the construction of the Verbindungsbahn was thought to be the subterranean section, 74.6 metres long and about 25 meters wide, underneath the main building of the Hauptbahnhof, which is a protected cultural monument, in the area under the
1247:, which would also offer faster connections to commuters in the area to the south and southwest of Stuttgart. To achieve this, a tunnel with a grade of 50 ‰ was planned, which would have connected to the Stuttgart–Horb railway just before the former station at
1445:
in Stuttgart that year. In March 1978, the Rotebühlstrasse, followed by the section above the Schwabstrasse station in July 1978, were returned to normal service. On 1 October 1978, S-Bahn service was officially started on the Verbindungsbahn.
1400:
at the Feuersee has a grade of 20 per mille. The Feuersee, a lake which had been built in 1701, and borders both the excavation zone as well as the Johanneskirche, was drained of all but half a metre of water during the construction phase.
1561:
After the station at Schwabstraße, the line connects to Hasenberg tunnel. This tunnel initially runs in a straight line under the eponymous Hasenberg and Glemswald, until, after about 5 kilometers, it approaches
1303:
between these tracks, at the stations Hauptbahnhof, Stadtmitte, Feuersee, and Schwabstraße. The Bundesbahn favored the clear arrangement and ability of passengers to change trains on the same platform.
1425:, which is brittle in consistency. For this reason, and because the thin vertical cover in the area, the rock above the tunnel roof ridge was stabilized by artificially freezing the ground water (
1352:
Management of the construction process underneath the main line station forecourt, with the Klett-Passage, Stadtbahn station, and S-Bahn station, was the responsibility of the City of Stuttgart.
1263:
was also meant to be expanded to four tracks to enable a concept to utilize the highest possible operational efficiency; this concept was later put into operation in the S-Bahn station under the
1591:
Until November 2004, the top speed permitted in the Hasenbergtunnel was 80 km/h, but since then, S-Bahn trains going in the ascending, i.e. outbound direction, may travel at 100 km/h.
1383:
project, lines are redirected in 2017 (now U1, U14 and U21). The western entrance to a pedestrian tunnel under the Rotebühlplatz was constructed in the inner courtyard of a new building for the
1274:
Initially, no progress was made in terms of the financing of the project. In 1964, the Bundesbahn published an updated planning document, which featured these differences to the study of 1956:
1395:
The Verbindungsbahn continues on its way under the 23-metre-wide Rotebühlstrasse, and this section was also built using the open construction method, starting in November 1973. The existing
631:
1642:
All stations except for Feuersee, which features a grade of 20 ‰, are level. The station at Schwabstrasse features the longest escalator in the S-Bahn system, with a length of 37 metres.
1379:
In addition, a crossing tunnel was constructed in advance for the Stadtbahn Stuttgart, which was taken into service on 31 October 1983. Lines U2, U4 and U14 operate there, but due to
1549:, home/distant signal), are present in pre-determined intervals, which allow trains to follow each other in distances of 400 to 700 metres, or 1.9 minutes. In addition to the usual
1675:
These new construction and expansion plans would make the length of the Verbindungsbahn tunnel about 11 kilometres, and it would again become the longest railway tunnel in Germany.
1530:
branch off from the main line tracks in the apron area of the main line station, and are routed underground through separate tunnel entrances into the S-Bahn station Hauptbahnhof.
1799:
1231:; he also mentioned the willingness to undertake financial participation in the project by the city of Stuttgart. This tunnel was meant to absorb the suburban service utilizing
1692:
1580:, in between the tracks of the Stuttgart–Horb railway. The tunnel is very close to the building developments on the surface before emerging, and a shock-absorbing system (
1576:, after completing a curve of about 500 metres radius. The grade ascends at 35 ‰ to the station, then descends at 38 ‰ and emerges to surface level before the station at
1650:
As part of the project Stuttgart 21, the S-Bahn tracks between Hauptbahnhof and Bad Cannstatt are scheduled to be renewed and expanded. This would mean the following:
1441:
Above the Verbindungsbahn, the two streets Lautenschlagerstrasse and Theodor-Heuss-Strasse were opened again for surface traffic in April 1977, to coincide with the
1190:
of construction used. The second section, constructed between 1981 and 1985, utilized the mining method, with the exception of the station at the
1310:
The reduction to two tracks made possible the relocation of the station at the Hauptbahnhof closer to the city center, underneath the narrow
1255:(city centre), was planned to be built underneath the then-under-construction Theodor-Heuss-Strasse, where half of the trains originating at
1858:
42:
1318:
easier, shortened the walking distance to the city centre, and meant no change in getting to trains in the above-ground main line station.
89:
1838:
61:
1696:
1171:
was opened for service. The tunnel is made up of two sections: the 2.6 km long section from Stuttgart Hbf to the station at
1500:
68:
1223:
dated 11 July 1949, proposed the construction of a tunnel, roughly 1.2 kilometres in length, to run between Central station and
1853:
1730:
1599:
The five stations of the Verbindungsbahn each feature their own color to make station identification easier for passengers:
75:
1476:
1211:
The Stuttgart–Horb railway above ground, and the 8.8-kilometre-long tunnel of the Verbindungsbahn of the S-Bahn Stuttgart
1848:
57:
1786:
1661:
New construction of a two-track station (to serve as a transfer point) at Mittnachtstraße, northeast of Hauptbahnhof.
1186:
method of construction; only at the terminal loop and a short piece between the Hauptbahnhof and city center was the
108:
1172:
1148:
and the tunnel exit at the station in Stuttgart-Österfeld, which connects, via tunnel, the Stuttgart valley and the
823:
232:
1843:
1365:
capacity for 4,500 people, which would be usable in case of an emergency if the S-Bahn traffic was also stopped.
393:
46:
1577:
1034:
1281:
the tunnel to connect the line to the Stuttgart–Horb railway was to be lengthened, reducing the grade to 35 ‰
1179:, the tunnel is scheduled to be extended by new underground construction, such as the new Rosenstein tunnel.
130:
1289:
line (by then labelled “U-Bahn”) parallel to the Verbindungsbahn. As a result, a new station with the name
1167:
tunnel in Germany, and was the longest railway tunnel of any kind in Germany from 1985 until 1988, when the
1564:
1449:
925:
773:
277:
1175:, and the 5.5 km long Hasenberg tunnel, which ascends to the Filder plateau. As part of the project
1291:
1251:, and units of DB Class ET 30 were slated for service. A new, four-track subterranean station, called
1244:
1057:
1007:
798:
490:
82:
1863:
1573:
1191:
359:
227:
35:
1264:
1232:
1145:
568:
1488:
1654:
New construction of an underground route between Hauptbahnhof and a new S-Bahn station named
1182:
The first section of the tunnel was constructed between 1971 and 1978, mostly utilizing the
1152:. The term originates from the planning stages in the 1960s, when similar projects for the
157:
8:
1569:
1542:
1372:
1315:
1236:
1220:
1080:
1073:
1066:
1061:
851:
844:
837:
830:
412:
405:
398:
389:
332:
325:
318:
311:
1545:), and 50 km/h in the area of the terminal loop. Railway signals of the type H/V (
1450:
Construction of the Hasenbergtunnel between Schwabstrasse and the Stuttgart–Horb railway
1168:
1782:
1726:
1585:
1442:
1157:
528:
305:
1285:
In 1967, the city of Stuttgart decided not to go forward with existing plans for an
1153:
1322:
1141:
1664:
New construction of the Rosensteintunnel between Hauptbahnhof and Mittnachtstraße
1300:
1128:
1779:
Der Tunnel. Verbindungsbahn der S-Bahn Stuttgart. Dokumentation ihrer Entstehung
1538:
that the train sequence can be normalized in case of any operational anomalies.
1327:
In May 1971, construction began to build the three subterranean levels for the
219:
1832:
1814:
1801:
1286:
1183:
248:
1187:
1380:
1368:
1216:
1176:
191:
1332:
line station, parallel to the underground passages under the main hall.
1278:
the stations at Hauptbahnhof and Stadtmitte would have only three tracks
1761:
1422:
1137:
24:
1553:
train protection system, speed detection zones are also installed.
1521:
1243:. The initial plans envisioned an extension of that line to the
1323:
Construction of the inner city section Hauptbahnhof–Schwabstraße
1668:
1239:
underwrote a study, which was published in 1956 in the journal
1207:
1164:
1149:
1458:
The tunneling process was begun at three access points, named
1744:
1742:
1396:
1163:
With a length of 8.788 km, the tunnel is the longest
1739:
1725:] (10 ed.). Schweers + Wall. 2017. p. 168.
1550:
1541:
The top speed on this section is 60 kilometres per hour (
1140:
to describe the railway line between the subterranean
49:. Unsourced material may be challenged and removed.
1259:would have turned around. The station underneath
1525:The S-Bahn station Stuttgart-Hauptbahnhof in 2008
1235:trains, which had started in 1933. In response,
1830:
1667:New construction of the railway bridge over the
947:
272:
135:Feuersee station in 2015, prior to modernisation
1267:. Another subterranean station, with the name
1776:
1748:
1777:Wedler, Jürgen; Böttcher, Karl-Heinz (1985).
1711:
1421:of the terminal loop is located in depleted
1408:The Schwabstrasse station (German spelling:
1314:. This change made changing service to the
1271:, was planned for the west of Stuttgart.
109:Learn how and when to remove this message
1520:
1367:
1206:
1506:Leonberger Straße exit in rough terrain
1299:Stations featuring two tracks, with an
1831:
1645:
1516:
1160:were referred to with the same term.
901:underneath the Stuttgart–Horb railway
47:adding citations to reliable sources
18:
1859:1978 establishments in West Germany
1556:
13:
14:
1875:
1482:Magstatter Straße, vehicle access
1387:, a public pensions institution.
1202:
582:
1693:"S-Bahn-Station Mittnachtstraße"
1499:
1487:
1475:
1415:
1403:
1046:
1021:
996:
977:
937:
912:
890:
868:
810:
785:
760:
737:
716:
715:
708:
683:
676:
653:
646:
621:
614:
595:
588:
581:
556:
549:
542:
517:
510:
503:
479:
472:
465:
443:
436:
429:
378:
371:
349:
294:
149:4861 (Stuttgart Hbf–Filderstadt)
129:
58:"Verbindungsbahn" Stuttgart
23:
1762:"VVS-Kundenmagazin August 2005"
1335:
1307:to turn around at this station.
709:
697:Start of S-Bahn Tunnel (8290 m)
647:
615:
596:
543:
518:
34:needs additional citations for
1839:Transport in Baden-Württemberg
1754:
1685:
1584:) is utilized to minimize the
997:
677:
557:
480:
473:
444:
437:
430:
1:
1678:
1511:
1436:
1359:
1112:Source: German railway atlas
978:
913:
811:
786:
761:
738:
684:
589:
550:
504:
466:
379:
295:
1854:Railway lines opened in 1978
1022:
938:
891:
869:
350:
7:
1695:(in German). Archived from
1594:
1390:
1047:
654:
622:
511:
372:
243:100 km/h (62 mph)
124:Verbindungsbahn (Stuttgart)
10:
1880:
1749:Wedler & Böttcher 1985
1719:Eisenbahnatlas Deutschland
1197:
879:Schwabstraße terminal loop
1849:Underground commuter rail
1781:. Stuttgart: Kohlhammer.
1055:
1040:
1033:
1015:
1005:
990:
986:
971:
964:
931:
924:
906:
899:
884:
877:
862:
822:
804:
797:
779:
772:
754:
749:
731:
724:
702:
695:
670:
662:
640:
632:Stuttgart Mittnachtstraße
630:
608:
604:
575:
565:
536:
526:
497:
488:
459:
452:
423:
387:
365:
358:
343:
303:
288:
257:
247:
239:
226:
190:
186:9.4 km (5.8 mi)
182:
177:
169:
164:
153:
145:
140:
128:
123:
16:Railway tunnel in Germany
1385:Allgemeine Rentenanstalt
663:Stuttgart Wolframstraße
1574:University of Stuttgart
1568:station, named for the
1192:University of Stuttgart
1188:mining/boring technique
1844:Transport in Stuttgart
1588:caused by the trains.
1526:
1376:
1265:Frankfurt Hauptbahnhof
1245:Stuttgart–Horb railway
1233:electric multiple unit
1212:
1146:Stuttgart Hauptbahnhof
1058:Stuttgart–Horb railway
1008:Stuttgart–Horb railway
824:Stuttgart Schwabstraße
1524:
1371:
1312:Lautenschlagerstrasse
1210:
454:North cross (planned)
1815:48.76056°N 9.13806°E
1723:German railway atlas
1699:on 21 September 2012
1347:Kleine Schalterhalle
926:Stuttgart University
774:Stuttgart Stadtmitte
235:AC overhead catenary
43:improve this article
1811: /
1646:Scheduled expansion
1517:Main S-Bahn section
1373:Stuttgart Stadtbahn
1316:Stuttgart Stadtbahn
1287:underground railway
1237:Deutsche Bundesbahn
1221:Deutsche Reichsbahn
1062:Stuttgart-Vaihingen
1035:Stuttgart Österfeld
750:Stuttgart Hbf tief
390:Fils Valley Railway
1604:Hauptbahnhof (tief
1582:Masse-Feder-System
1527:
1468:Magstadter Strasse
1464:Leonberger Strasse
1377:
1213:
1010:from Stuttgart Hbf
799:Stuttgart Feuersee
726:(planned junction)
1820:48.76056; 9.13806
1732:978-3-89494-146-8
1586:ground vibrations
1443:Bundesgartenschau
1375:with its "U"-Logo
1219:, in a letter to
1158:S-Bahn Rhein-Main
1124:
1123:
1120:
1119:
1116:
1115:
1107:
1106:
960:
959:
529:Rosenstein Tunnel
308:from Ludwigsburg
306:Franconia Railway
158:Baden-Württemberg
119:
118:
111:
93:
1871:
1864:Stuttgart S-Bahn
1826:
1825:
1823:
1822:
1821:
1816:
1812:
1809:
1808:
1807:
1804:
1792:
1769:
1768:
1766:
1758:
1752:
1746:
1737:
1736:
1715:
1709:
1708:
1706:
1704:
1689:
1557:Hasenberg tunnel
1547:Haupt-/Vorsignal
1503:
1491:
1479:
1227:, just south of
1215:Stuttgart mayor
1169:Landrückentunnel
1142:S-Bahn Stuttgart
1086:
1085:
1083:
1078:
1076:
1071:
1069:
1050:
1049:
1025:
1024:
1000:
999:
981:
980:
966:kilometre change
948:
941:
940:
916:
915:
894:
893:
872:
871:
857:
856:
854:
849:
847:
842:
840:
835:
833:
814:
813:
789:
788:
764:
763:
741:
740:
719:
718:
712:
711:
687:
686:
680:
679:
657:
656:
650:
649:
625:
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618:
617:
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598:
592:
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584:
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553:
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521:
520:
514:
513:
507:
506:
483:
482:
476:
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469:
468:
447:
446:
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439:
433:
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418:
417:
415:
410:
408:
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382:
381:
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353:
352:
338:
337:
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328:
323:
321:
316:
314:
298:
297:
286:
285:
273:
259:
258:
222:
216:
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209:
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198:
133:
121:
120:
114:
107:
103:
100:
94:
92:
51:
27:
19:
1879:
1878:
1874:
1873:
1872:
1870:
1869:
1868:
1829:
1828:
1819:
1817:
1813:
1810:
1805:
1802:
1800:
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1797:
1789:
1773:
1772:
1764:
1760:
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1755:
1747:
1740:
1733:
1717:
1716:
1712:
1702:
1700:
1691:
1690:
1686:
1681:
1656:Mittnachtstraße
1648:
1597:
1559:
1519:
1514:
1507:
1504:
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1439:
1418:
1406:
1393:
1362:
1338:
1325:
1301:island platform
1225:Alter Postplatz
1205:
1200:
1134:connection line
1129:Verbindungsbahn
1087:
1081:
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1001:
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455:
448:
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383:
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360:Stuttgart North
354:
339:
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319:
317:
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309:
299:
280:
264:
249:Maximum incline
240:Operating speed
228:Electrification
218:
211:
207:
204:
202:
201:4 ft
200:
196:
136:
115:
104:
98:
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52:
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28:
17:
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11:
5:
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1572:campus of the
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1505:
1498:
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1481:
1474:
1460:Heslacher Wand
1451:
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1438:
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1427:Bodenvereisung
1417:
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1392:
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1304:
1283:
1282:
1279:
1241:Die Bundesbahn
1204:
1203:Planning phase
1201:
1199:
1196:
1154:S-Bahn München
1150:Filder plateau
1122:
1121:
1118:
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15:
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1626:Schwabstraße:
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1544:
1539:
1536:
1533:Connected to
1531:
1523:
1502:
1497:
1494:access tunnel
1490:
1485:
1478:
1473:
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1471:
1469:
1465:
1461:
1456:
1447:
1444:
1434:
1430:
1428:
1424:
1416:Terminal loop
1413:
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1404:Schwabstrasse
1401:
1398:
1388:
1386:
1382:
1374:
1370:
1366:
1357:
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1348:
1342:
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1329:Klett-Passage
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1296:
1294:
1293:
1288:
1280:
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1229:Rotebühlplatz
1226:
1222:
1218:
1209:
1195:
1193:
1189:
1185:
1184:cut-and-cover
1180:
1178:
1174:
1173:Schwabstrasse
1170:
1166:
1161:
1159:
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1151:
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1136:) is used in
1135:
1131:
1130:
1111:
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1101:
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1093:
1091:
1090:
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1036:
1028:
1019:
1017:
1014:
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883:
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861:
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825:
817:
808:
806:
803:
800:
792:
783:
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735:
733:
730:
722:
706:
704:
701:
690:
674:
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669:
660:
644:
642:
639:
633:
628:
612:
610:
607:
602:
579:
577:
574:
570:
569:Stuttgart Hbf
563:
540:
538:
535:
530:
524:
501:
499:
496:
492:
486:
463:
461:
458:
450:
427:
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422:
416:
409:
402:
395:
394:Bad Cannstatt
391:
385:
369:
367:
364:
361:
356:
347:
345:
342:
336:
329:
322:
315:
307:
301:
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268:
267:
261:
260:
256:
252:
250:
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238:
234:
233:15 kV/16.7 Hz
231:
229:
225:
221:
197:1,435 mm
195:
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185:
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176:
172:
168:
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144:
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113:
110:
102:
91:
88:
84:
81:
77:
74:
70:
67:
63:
60: –
59:
55:
54:Find sources:
48:
44:
38:
37:
32:This article
30:
26:
21:
20:
1796:
1778:
1767:(in German).
1756:
1722:
1718:
1713:
1701:. Retrieved
1697:the original
1687:
1674:
1655:
1649:
1641:
1637:
1632:Universität:
1631:
1625:
1619:
1613:
1607:
1606:- low level)
1603:
1598:
1590:
1581:
1563:
1560:
1546:
1540:
1535:Schwabstraße
1534:
1532:
1528:
1467:
1463:
1459:
1457:
1453:
1440:
1431:
1426:
1419:
1410:Schwabstraße
1409:
1407:
1394:
1384:
1381:Stuttgart 21
1378:
1363:
1354:
1351:
1346:
1343:
1339:
1336:Hauptbahnhof
1328:
1326:
1311:
1290:
1284:
1273:
1269:Schwabstraße
1268:
1261:Hauptbahnhof
1260:
1257:Hauptbahnhof
1256:
1252:
1248:
1240:
1228:
1224:
1217:Arnulf Klett
1214:
1181:
1177:Stuttgart 21
1162:
1133:
1132:(German for
1127:
1125:
269:
170:Route number
105:
96:
86:
79:
72:
65:
53:
41:Please help
36:verification
33:
1818: /
1614:Stadtmitte:
1144:station at
491:from Singen
192:Track gauge
183:Line length
146:Line number
1833:Categories
1803:48°45′38″N
1703:19 October
1679:References
1565:University
1512:Operations
1437:Completion
1360:Stadtmitte
1253:Stadtmitte
99:April 2009
69:newspapers
1806:9°08′17″E
1620:Feuersee:
1578:Österfeld
1570:Vaihingen
1423:anhydrite
1138:Stuttgart
1126:The name
827:terminus
263:Route map
178:Technical
160:, Germany
1595:Stations
1391:Feuersee
1292:Feuersee
1249:Wildpark
665:optional
215: in
141:Overview
1198:History
635:planned
210:⁄
173:790.1–6
165:Service
83:scholar
1785:
1729:
1669:Neckar
1628:yellow
1466:, and
1165:S-Bahn
278:Legend
270:
154:Locale
85:
78:
71:
64:
56:
1765:(PDF)
1721:[
1671:river
1634:brown
1616:green
961:
946:
531:(new)
392:from
90:JSTOR
76:books
1783:ISBN
1727:ISBN
1705:2012
1622:blue
1543:km/h
1397:tram
1156:and
1030:14.1
956:13.9
853:S 60
692:−0.5
334:S 60
253:3.8%
62:news
1610:red
1551:PZB
1082:S 3
1075:S 2
1068:S 1
1060:to
951:8.4
921:7.5
846:S 6
839:S 5
832:S 4
819:2.5
794:1.7
769:1.1
746:0.1
567:to
414:S 3
407:S 2
400:S 1
327:S 6
320:S 5
313:S 4
45:by
1835::
1741:^
1462:,
1194:.
217:)
1791:.
1751:.
1735:.
1707:.
1658:.
1608::
212:2
208:1
205:+
203:8
199:(
112:)
106:(
101:)
97:(
87:·
80:·
73:·
66:·
39:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
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