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Originally, the station forecourt, which had a pavilion in the centre, lay in front of the north exit;  it was later used as a parking area and included an access to the passage under Arnulf-Klett-Platz.
From the summer of to October ,  the north exit was closed and the direct access to the Klett passage could not be used as the engineering building for the Stuttgart 21 project was being built there.
The parking area, which had also not been available since summer , has been partly usable since mid Barrier-free access was only possible via a detour during the construction of the engineering building: The arch above the north exit reflects the design of the remaining arches of the terminal station hall.
The central exit  connects the terminal station hall with Arnulf-Klett-Platz. It is recessed behind the pillars of the arcades. From the central exit there is an access to the Klett passage, but it is not possible to cross the Arnulf-Klett-Platz above ground.
As part of the Stuttgart 21 project, the staircase to the above ground station hall is to be divided into three parts and its middle section is to be demolished to provide a passage for direct access to the distribution level behind.
It also reflects the motif of a city gate, which refers to the original location of the station in front of the city. The large ticket hall was originally intended for long-distance traffic, which was handled on tracks 7 to In the course of the Stuttgart 21 project, the wall of the large ticket hall facing the station is to be breached in order to make a direct access to the planned distribution level behind it.
The new LBBW building lines on this square, while the remaining main building of the former Reichsbahndirektion Stuttgart Reichsbahn railway division headquarters building is on the other side of the street.
The wing itself was metres long   and together with the large ticket hall and the station tower formed a metre-long facade  to the Schlossgarten.
The wing concealed the difference in height between the Mittlerer Schlossgarten Central Palace Garden and the railway facilities, while, during the steam era, it also protected the Schlossgarten from soot and noise from railway operations  and functioned as a facade preserving the view from the park.
Seven Stadtbahn lines pass through the lower S-Bahn station under the station forecourt Arnulf-Klett-Platz in the second basement.
In it is also a large shopping arcade. Another part of the first basement level is used for an underground car park with parking spaces, which also serves as a fallout shelter with 4, seats.
In the main hall, near the south exit, there is a DB Lounge for first-class passengers, bahn. According to DB data long-distance trains, regional trains as of  and S-Bahn trains as of serve the station daily.
The most significant long-distance connections available at the Stuttgart Hauptbahnhof are listed here:. In most cases, these connection start or end in Stuttgart.
This means that for most connections that go through Stuttgart Hauptbahnhof, a change of trains is necessary. As part of the Stuttgart 21 project, with Stuttgart Hbf becoming a through-station, most regional connections would no longer require the change of trains.
In addition to the passenger station, there used to be a closed and already demolished freight station and small shunting station, which featured a marshaling hump with rail brakes.
The freight yard was used until the s. Under the Arnulf-Klett-Platz the station forecourt , the largest and most important node of the Stadtbahn features these routes:.
In addition, in case of events at the NeckarPark and Cannstatter Wasen. Passengers may travel in ICE trains, which are also assigned flight numbers, to Frankfurt Airport in Frankfurt am Main , instead of using a short-distance flight.
For this reason, Lufthansa has a check-in counter near the entrance from the Arnulf-Klett-Platz. Passengers were able to both check and receive their baggage at this counter until ; since then, only check-in is possible.
Hauptbahnhof has also been the name of one of ten sub-districts of the district of Stuttgart-Mitte central Stuttgart since This district has only a few residential buildings, so its population was in Previously it was called Klettplatz.
As part of the Stuttgart 21 project, the two wings were demolished. There has been widespread resentment of the entire project to place the main lines underground, leading to significant protests, in particular in response to the felling of some huge and old trees.
The colourful resistance led to nearly daily demonstrations and became a major factor in the state elections. The Stuttgart architect and Bonatz expert Matthias Roser initiated an international call for the preservation of the Hauptbahnhof, including the wings, and over architects, building historians, monument conservators, art historians, and city planners, such as the Pritzker Architecture Prize recipients Richard Meier and David Chipperfield , joined this effort.
This group viewed the Bonatz-designed building as one of the most significant railway station structures of the 20th century in Germany and Europe as a whole, and were opposed to any structural changes.
On 27 November , a referendum on the project "Stuttgart 21" resulted in In the process, three trains derailed on different occasions in Stuttgart 21 is a transport and urban development project under construction for the complete reorganisation of the Stuttgart railway junction.
For this purpose, the approach track are being laid in tunnels from all directions. The aim is to increase the capacity of the station, to shorten transfer routes and to reduce maintenance costs.
The station is covered by the planning approval for section 1. It was considered the largest and most complicated hearing in the history of the Stuttgart regional council.
The four metre-long island platforms will have a width of 10 metres and will be 1. The comfort of passenger movements resulting from the planned entrances, footbridges, stairs, lifts and platforms was examined in a pedestrian flow analysis.
In the peak hour, the traffic quality is mainly in the range of quality level C "limited speed selection" and partly in the range of quality level D "clearly limited speed choice" , outside the peak hour, quality levels A and B free or almost free flow of traffic is achieved.
The station is to have eight platform tracks, which are to be connected at both ends of the station to four access tracks:.
The two ends of the station are planned to be grade separated with flying junctions. From each of the four directions of approach, trains will be able to reach five of the eight platform tracks.
The two middle platform tracks will be able to be used by trains from all four directions. Blocked paths would also be avoided by a flexible choice of approaches from the existing lines.
Already in the course of the "preliminary project" initiated in early , the track plan of the planned underground station had been optimised for directional operation to such an extent that all platforms operating in each direction could be reached from all incoming tracks.
The nearest entrance and exit turnouts were shifted by about metres towards the station. The transition from two twin-track tunnels to four single-track tunnels was also preferred.
The planned station hall measures metres in length and The planning approval section begins in the northwest at line-km According to the Deutsche Bahn information, a track gradient of up to 1.
Safe operations are still guaranteed by a bank in the middle of the platforms of 1. This also makes it unclear what operational restrictions will be required for the increased gradient.
The function of the building will be maintained. A hotel, restaurant and conference complex with hotel rooms will be built in the above-ground part of the building on four levels.
This area, delimited to the south by the Bonatz building and to the north by a new station building, will connect Kurt-Georg-Kiesinger-Platz with the Schlossgarten.
Access to the lower-lying, double-track S-Bahn station is planned below the new platform tracks. A new parking garage is to be built below the northern part of the station building and to the north of it, but underground.
In total, more than 35 escalators and 15 so-called "panoramic" lifts are planned. Each platform is to be accessed by three lifts, five escalators and five sets of stairs.
The main access to the platform level is to be provided by the middle pier pier B , which is to be accessed via the large ticket hall and the new access to the station tower in the south and the Europaviertel "European quarter", a new commercial development in the north.
Each of the four platforms is accessed from this ramp via a lift and two escalators and sets of stairs on each side. The western pier pier A is to be reached mainly via the new access at Kurt-Georg-Kiesinger-Platz and the small ticket hall.
From this pier, each platform is accessed via a lift and an escalator and a set of stairs on each side.
The eastern pier pier C is appraached via the entrance from the Staatsgalerie, which can be reached by a pedestrian tunnel.
An elevator as well as two escalators and two sets of stairs are planned at the exit to the Staatsgalerie. It has no access to piers A and B and thus no access to the Bonatz building.
From the distribution level, each platform is connected by a lift and an escalator and a set of stairs to the west. The passage width between the stairs and the platform edge is 2.
After the commissioning of Stuttgart 21, an additional station building will be built on the opposite side of the new through station, which will serve as a station access from the north and will also accommodate operating rooms.
The rail infrastructure is designed as a zero-energy building: Floor lights at the edge of the platform will mark the edge of the platform next to the track bed.
On the basis of "operational considerations", the station considered for the feasibility study at the beginning of provided for eight platforms with four metre-wide and metre-long island platforms.
The tracks, which would be dedicated to operations in a particular direction, would have had connecting passages in the tunnels running from the platforms.
The railway layout would be built at a gradient of up to 1. The Synergiekonzept Stuttgart 21 "synergy concept" presented at the end of provided for an eight-track through station with three island and two outer platforms.
Traffic forecasts expected an increase to 70, long-distance and 53, regional passengers each day. The share of through traffic in total traffic in was projected to be around 50 percent for long-distance and just under 20 percent for regional services 54, and 13, passengers each day.
A regional planning process Raumordnungsverfahren was carried out for the Stuttgart 21 project in and The through station solution favoured by Deutsche Bahn was examined as a proposed route with different suboptions.
These included options with different platform positions, numbers of track and possibilities for further development.
Other options, which deviated from the basic concept of a pure through station at the location of the existing terminus station, were mentioned in the spatial planning process, but were not examined to the same depth: In addition, a Hauptbahnhof am Rosenstein main station on Rosenstein ridge option was considered, which would have involved abandonment of the current station.
On 28 February , a Europe-wide architectural competition for the redesign of the station was announced. In a two-stage process, 19 participants out of applicants who had initially submitted a concept were selected for a second round.
A jury chaired by Klaus Humpert selected four equal winners in July The support structure of the station concourse was developed by Frei Otto.
A modified building design was presented at the end of August In addition to improvements to the track, a ninth and tenth platform track at the main station should also be investigated.
On 23 April , the Federal Railway Authority approved, among other things, the construction of two escape staircases per platform and changes to the shells surrounding the four direct entrances from the outside.
With the symbolic start of construction on 2 February reconstruction work began on the track apron; these were necessary for the construction of the cross-platform concourse at the end of the platforms.
Work on the denolition of the south wing began on 13 January with the gutting of the building. The approximately meter-wide excavation was due to be bridged by two ten-metre-wide bridges  by April Both entrances are barrier-free.
The repositioning of the cross-platform concourse was postponed several times. According to the planning status of March , the cross-platform concourse was to be gradually advanced between July and December Platform tracks 1 and 2 were re-connected without completing the planned construction of the new S-Bahn tunnel in this area.
Deutsche Bahn reduced some train services during this period to reduce congestion of trains at the station. In July, September and October  trains derailed on the exit towards Feuerbach, which had been rebuilt in the course of the Stuttgart 21 project.
Only multiple units and hauled trains could use it. According to Federal Railway Authority data, the unrestricted clearance of the track was not possible on the basis of documents that had been submitted.
In March , the beginning of civil engineering work was scheduled for early Out of 14 construction stages planned so far, 7 had been realised and the work had been delayed by about five months.
An already issued statistical proof of the safety of the station has not applied since due to changed legal requirements and a renewal is pending.
The work was thus eight months late compared with early projections. The concreting of the first roof stanchions was due to start in June The 28 columns are to be concreted two at a time.
In mid, the building of the former Deutsche Bahndirektion Deutsche Bahn divisional headquarters was undermined and placed on a 1. This rests in turn on some supports, between which the construction machinery and vehicles can operate.
DB had sought the demolition and reconstruction of the building built in — The city of Stuttgart, however, insisted on its preservation.
The groundwater has been lowered by approximately seven metres by pumping for the construction of the excavations. The resulting funnel of lowered groundwater usually extends for several hundred metres.
Each performance includes an equestrian competition along with a variety of displays from around the World.
Subscribe to our e-newsletter by clicking here for updates and announcements. The pinnacle of the last day of Olympia, The Turkish Airlines Olympia Grand Prix, was won by Alberto Zorzi, defending his title to become a back-to-back winner of the prestigious class.
Alberto Zorzi Defends His Title. Alberto Zorzi became the fifth rider in history to win The Turkish Airlines Olympia Grand Prix back-to-back when he produced an incredible burst of speed to outdo his four rivals in the jump-off and bring a brilliant five days of jumping to an enthralling close.
Last year, Zorzi, a member of the Italian army, also won on a mare Contanga ; this time it was the black year-old Ulane de Coquerie.
I love this Show! In completing the double, Zorzi joins an elite band of riders: However, he was overhauled by the stylish Dutchman Maikel van der Vleuten on Idi Utopia, who came home in Scott Brash was the sole British representative, riding a masterful clear round on the youngster Hello Jefferson, but a tight turn proved too ambitious for the nine-year-old and he refused.
Until this year, Shane Breen had never done a full week at Olympia. Breen, a keen hunting man, said of his winning mount, Clyde VA: Login Login OR Register.
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