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Promotes youth Scouting programs in North America and provides special discounted group rates and free use of pavilions and other facilities.
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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.
In order to reduce the disturbance, water is reintroduced infiltration via injection well in the vicinity of the construction excavations. The groundwater must be treated prior to being reintroduced to reduce possible pollution.
The management of groundwater was originally expected to involve around three million cubic metres of groundwater. Following a change in the plan at the beginning of , this figure doubled to 6.
The groundwater management was expected to start in January It is planned to successively carry out the construction of the valley crossing and the station in 25 subsections.
The excavated material is transported via separate construction roads and a conveyor belt to a central logistics area at Stuttgart Nord station and transported from there on freight trains.
The commissioning of the new station is scheduled for December Stuttgarter Netz AG , a consortium of several private railway companies, intends to operate part of the existing terminal station.
The company expects up to trains to stop at the station every working day. Eight tracks of the terminal station, the access tracks from Bad Cannstatt, Feuerbach and Vaihingen and the existing signal box would be preserved for this purpose.
Overall, a quarter of the existing area would be preserved. According to a simulation commissioned by the promoters, the optimum performance range of the through station lies between 42 and 51 trains per hour, while for an upgraded terminal station the Kopfbahnhof 21 concept it would be 28 to 38 trains per hour.
The maximum flow will be 72 trains in the through station or 43 trains per hour in the terminal station. Critics doubt these claims.
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