Albvorland tunnel

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Albvorland tunnel
traffic connection New Wendlingen – Ulm line
length 8176 m
Number of tubes 2
construction
Client Deutsche Bahn
start of building 2016
completion Mid-2019 (planned)
business
release December 2022 (planned)Template: future / in 2 years
location
Albvorland tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
West portal 48 ° 39 ′ 43 "  N , 9 ° 22 ′ 22"  E
East portal 48 ° 37 ′ 48 "  N , 9 ° 28 ′ 11"  E

The Albvorland tunnel is a 8,176 m long railway tunnel under construction on the new Wendlingen – Ulm line in Baden-Württemberg . Among other things, it should pass under the Lindorf district of the city of Kirchheim unter Teck as well as the federal motorway 8 with the Kirchheim-Ost junction in the area of ​​the industrial park Dettingen unter Teck . The structure is part of the 11 km long plan approval section 2.1a / b of the new line. The tunnel, which will in future be continuously passable at 250 km / h, will be one of the 10 longest railway tunnels in Germany after its completion .

The drive for the south tube began on November 9, 2017. The drive for the north tube started in January 2018.

On October 29, 2019, the completion of the machine tunneling was celebrated.

course

The 8176 m long structure lies between construction kilometers 26.077 and 34.253. He is in the area of ​​the districts Wendlingen am Neckar , Kirchheim unter Teck , Lindorf and Dettingen unter Teck . Among other things, the structure crosses under the Federal Motorway 8 in a grinding cut (km 32.259 to approx. 33.9). In addition, a high pressure gas line and a NATO fuel line will be underpassed.

The gradient rises continuously in changing inclines towards the east portal.

The tunnel crosses layers of the Lower and Middle Black Jurassic . The largest overburden is around 65 m. The smallest cover is 9.50 m. Water pressures of up to 45 m water column are expected. Damming rings are intended to prevent the groundwater from running longitudinally.

At both portals 50 and 80 m long structures with 6 to 9 m² side openings against the tunnel bang are planned (km 26.077 to 26.127 and 34.173 to 34.253).

View of the west portal of the Albvorland tunnel, which is under construction. The freight train connection will be in the left (northern) area, parallel to the north tube (construction status May 2019).

The freight train connection from Wendlingen runs in the western portal area of ​​the Albvorland tunnel in an independent, 203 m long GZA tunnel and then threads into the Ulm – Stuttgart track of the Albvorland tunnel in a trumpet-shaped widening area (km 26.250 to approx. 26.300). The permissible speed is 80 km / h throughout.

The two single-track tubes are connected by crosscuts 14 to 24 m long, 4.6 m wide and 4.0 m high.

history

planning

According to the planning status of 1991, a short tunnel was planned, which should begin east of Oberboihingen and end after crossing under the federal highway 297 west of Dettingen unter Teck . The route to Weilheim an der Teck should then run above ground. The freight train connection should thread into the new line towards Ulm in front of the east portal of the tunnel.

According to the planning status from 1995, the tunnel was planned to be 4910 m long. In 2004 a length of around 7.9 km was planned. In 2007 the planned length was 8,175 m.

Later the structure was planned to be almost 10 km long. A dam is to be placed in front of the structure to the west.

The public hearing took place in January 2010. In mid-February 2012, Deutsche Bahn submitted documents to the Federal Railway Authority for the sixth change to the plan. From March 12 to April 11, 2012, the changed plans were available. Compared to the previous plan, a bridge on Steigäckerstraße that had been planned over the western pre-cut was omitted and was (newly) replaced by a footpath and cycle path over the west portal. In the course of the consultation process that began in 2009 and was completed in March 2014, the Salzäcker intermediate attack was removed from the planning and the building site facility area at the west portal was moved away from residential developments.

As part of a plan change made around 2012, a freight train transfer connection that was planned between kilometers 26.6 and 26.9 and which could be driven at 80 km / h was removed from the planning and replaced by a transfer point east of the tunnel that could be driven at 100 km / h (km 34, 8 to 35.2). The transition in the tunnel was classified as critical by the specialist authorities that were heard. a. there were doubts about the smoke-tightness of the doors, especially in the area of ​​the overhead contact line. The intended double-leaf swing gate should only be closed in the event of an incident. According to the Deutsche Bahn, adapting the fire protection and rescue concept does not allow such a connection in the tunnel. The relocation of the track change is part of an 89 million euro optimization package on the new line.

In an internal paper from the beginning of March 2012, Deutsche Bahn expected the planning approval decision in Section 2.1 from 2014, with the start of construction in 2015 and the commissioning of the new line in December 2021. Deutsche Bahn expected that in May 2012 Planning approval decision for the end of September 2012. In mid-2013, she expected the planning approval decision by 2014 at the latest. In spring 2014, she expected it by the beginning of 2015. After the implementation planning , construction work should begin in 2016.

The planning approval decision was finally issued on March 23, 2015. It has been legally binding since June 1, 2015.

View from the west portal of the Albvorland tunnel, which is currently under construction, in May 2019. The northern track of the Wendlinger curve runs between the new line and the freight train connection and merges into the line to Stuttgart in front of the Neckar bridge (in the background).

In the 2016/2017 feasibility study for the Great Wendlinger Bend, one variant (variant 6) suggested an underground extension from the Albvorland tunnel towards Oberboihingen. In most of the other variants, including both preferred variants, the track of the Große Wendlinger curve crosses under the western pre-cut area of ​​the Albvorland tunnel.

After expert appraisers employed during construction had discovered more and more widely distributed occurrences of lizards in the area of ​​the future west portal , a plan change became necessary. This was approved on March 31, 2017. The start of construction has been delayed for some measures by up to 18 months.

Complex plan change procedures for species protection in the foothills of the Alb were specified in January 2018 to justify the postponement of the commissioning of the new line to 2022.

The tunnel is planned and implemented using Building Information Modeling .

Tendering and awarding

The planning and construction of the tunnel were put out to tender on February 13, 2015. Offers should be received by March 20, 2015.

Eight bidders took part in the competition for the Europe-wide tender. The contract, which also includes the construction of the freight train connection and the Kleine Wendlinger curve , was awarded to Implenia on December 18, 2015 for 378 million euros . In October 2018, the order value, after supplements, was 482 million euros.

The planned contract term for the completion of the building is 46 months.

construction

In the course of the construction preparation the Bonackerhöfe (Aussiedlerhöfe between Wendlingen and Lindorf) were demolished.

According to the postponement of the planning approval, the planned start of construction was also delayed several times from the original (status: 2012) in mid-2014 to the beginning of 2016. One of the first measures was to bypass Steigäckerstraße (in the area of ​​the west portal).

An information center near Wendlingen planned for 2017 will not be realized for cost reasons. A lookout point is to be created at the west portal.

Of the 3.2 million cubic meters of excavated material, 1.9 million cubic meters were to be heaped up to form noise barriers. The wall planned between the districts of Lindorf and Ötlingen was rejected by the Stuttgart regional council at the end of 2010 after an objection by the Esslingen district farmers' association, which spoke out against these walls with reference to the scarcity of arable land. Instead, it is now planned to remove most of the excavated material via the A8. The planned wall should be 90 m wide and up to 18 m high. By dispensing with the wall, around 20 hectares of arable land remain.

In 2015, Deutsche Bahn considered using a tunnel boring machine (TBM) to build the tunnel. With conventional tunneling, a 314 m long intermediate approach should be created at the level of the Kirchheim-West motorway exit, the tunneling should take place in both directions and the overburden should be removed via a 3.8 km long conveyor belt along the motorway.

Two TBMs are now being used for the construction. Both machines are each driving a tube from the east portal towards the west. While the machine in the south tube drives to the west portal, the last 200 m in the north tube, with the area of ​​the freight train connection, are to be built conventionally in the opposite direction (from the west portal). Their cutting wheels have a diameter of 10.87 meters. They are around 120 m long, weigh 2300 t and have an output of 4400 kW each. The largest single piece is the drive with a weight of 220 t. The machines built by Herrenknecht were accepted by Implenia in March 2017. The price per machine is € 15 million. The machines were then dismantled and transported to Kirchheim unter Teck and reassembled there. The tunneling work began on October 6, 2017. The south tube is to be driven completely by TBM, in the north tube a counter-advance of about 300 meters from the west portal is planned.

To set up the machines, a 1200 t special crane was built, the delivery of which cost half a million euros.

The 54,000 segments required for the tunnel expansion will be manufactured in a dedicated plant north of Autobahn 8 . To this end, a 172 m long, 36 m wide and 12 m high hall was built in the Kirchheim industrial park in seven months. Segments require a drying time of 28 days. The Technical Committee of the Dettinger Municipal Council gave the approval to create a storage area of ​​almost 15,000 square meters south of the A8 for drying the segments.

There are six temporary connection points for construction site traffic on the A8.

The motorway bridge that connects Kirchheim unter Teck with the district of Nabern will be closed to the general public during the construction period. A bridge was built further west for pedestrians and cyclists and was opened on April 10, 2017.

In the summer of 2017, a field path in the Dettingen district was converted into a construction site road over a distance of 1200 meters. It connects the construction site with the B 465 . In addition, a traffic light system will be installed on the B 465. A driveway to the federal motorway 8 during the construction period is being converted due to frequent accidents.

The machines are named S-1024 and S-1025 . In the summer of 2017, a total of 568 readers of the Teckboten and the Nürtinger Zeitung took part in a naming competition for the two machines. The winning names are Sibylle and Wanda . The name Sibylle refers to Sibylle von der Teck . The name Wanda is an acronym for Wendlingen am Neckar through the Alb foreland .

  • Construction site setup in the west portal area (July 2016). In the background the A8.

  • The construction site in January 2017, the A 8 on the right

  • Tunnel boring machine before assembly (April 2017)

  • Tunnel boring machines at the east portal (September 2017)

  • Storage space for segments (February 2018)

The symbolic start of construction took place on October 6, 2017. Among the speakers were rail board member Ronald Pofalla , the Baden-Württemberg Minister of Justice Guido Wolf and the parliamentary state secretary Norbert Barthle . The sponsor of the tunnel is the Baden-Württemberg Minister for Economic Affairs, Nicole Hoffmeister-Kraut ; the tunnel is also known as the Nicole tunnel during its construction period . After the speeches, Hoffmeister-Kraut named the two machines. More than 10,000 people gathered information on the construction site open day on October 7, 2017. Guided tours of the two tunnel boring machines were also offered.

The drive for the south tube began on November 9, 2017, and the drive for the north tube was to begin “a few weeks” later. At the end of June 2018, the underpass of the motorway was completed.

Each of the two machines is supposed to advance about 20 meters per day. Around 700 people will work on the tunnel during the construction period. These include 50 miners and around 80 engineers.

At the end of September 2018, the "Mountain Festival" was celebrated at the segment production. While the production of a segment initially took more than half an hour, this value was less than ten minutes at halftime under good conditions.

In October 2018, the tunnel boring machines had covered half of the distance. The machines were located in the area between Rabailen and the Kirchheim suburb of Lindorf.

Due to an unexpectedly high proportion of pyrite when driving the Albvorland and Boßler tunnels, Deutsche Bahn sees cost risks of 140 million euros. Around four million tons of pyrite-containing excavated material was produced in the Albvorland Tunnel. The mudstone is partially compacted in order to reduce the escape of sulphate and is partially used in clay brick production.

The drive should be completed in spring 2019. The completion of the machine tunneling was celebrated on October 29, 2019. The tunneling of the new line was almost completed.

The track construction should take place in 2021.

security concept

Originally dry fire-fighting water pipes were approved and commissioned . In 2018, a switch to partially filled extinguishing water pipes became known.

costs

In mid-2014, the federal government considered the costs of around 270 million euros communicated in a newspaper report in April 2014 to be plausible. When the financing agreement for the new line was concluded in April 2009, structural costs of around 16.5 million euros per kilometer and tube were expected for the Albvorland tunnel. For the entire planning approval section 2.1, costs of 798.7 million euros are estimated at the 2010 price level.

The entrepreneur Martin Herrenknecht criticized in August 2012 that a more cost-effective machine tunneling was not allowed in the tender. The Herrenknecht company later submitted an offer.

Web links

Commons : Albvorlandtunnel  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ Construction is going on 24 hours a day . In: Der Teckbote , May 14, 2009.
  2. ↑ 550 objections to the project . In: Stuttgarter Zeitung , January 17, 2010.
  3. ↑ a b “WANDA” tunnel boring machine has started. Deutsche Bahn, November 9, 2017, accessed November 10, 2017 .
  4. ↑ a b Albvorlandtunnel: Tunnel boring machine "Sibylle" has started. Deutsche Bahn, January 11, 2018, accessed on January 13, 2018 .
  5. ↑ a b Alb foreland: The “WANDA” tunnel boring machine has reached its destination. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, October 29, 2019, accessed on October 29, 2019 .
  6. ^ A b c d e f Matthias Breidenstein, Stefan Kielbassa, Herwig Ludwig: An overview of the tunnels on the new Wendlingen – Ulm line . In: tunnel . Official organ of the STUVA . tape 32 , no. 2 . Bauverlag, March 2013, ISSN  0722-6241 , p. 28-40 .
  7. ^ Hany Azer , B. Engel: Stuttgart 21 and NBS Wendlingen – Ulm . In: Tunnel , issue 7/2009, ISSN  0722-6241 , pp. 12-24 ( PDF , 290 kB).
  8. ↑ Deutsche Bundesbahn, NBS project group of the Bahnbauzentrale (publisher): Information on the expansion and new construction line Stuttgart - Augsburg . Twelve-page leporello , Stuttgart, June 1991.
  9. ^ Deutsche Bahn AG, Regional Council Stuttgart (ed.): Expansion and new construction line Stuttgart – Augsburg. Section Stuttgart – Ulm. Area: Wendlingen – Ulm . 1st edition August 1995, planning status from August 1995.
  10. ↑ Peter Marquart : Geology shows its way - tunnel construction in the mountain formations around Stuttgart and on the Swabian Alb . In: geotechnik , 27 (2004), No. 2, pp. 99-103, ISSN  0172-6145 .
  11. ↑ Wolfgang Feldwisch: Major rail projects as a challenge for tunnel construction . In: Geotechnik , 30 (2007), No. 4, ISSN  0172-6145 , pp. 217-225.
  12. ↑ DBProjekt GmbH, Stuttgart 21 (Ed.): Plan approval documents: Redesign of the Stuttgart railway junction. Expansion and new line Stuttgart - Augsburg, area Stuttgart - Wendlingen with airport connection: Section 1.1, valley crossing with main station. Construction km -0.4 -42.0 to +0.4 +32.0. Explanatory report Part I: General part . Plan approved document of January 28, 2005, p. 11.
  13. ↑ Volker Kefer : Stuttgart 21 and NBS Wendlingen-Ulm Document for the Examination and Compliance Committee (PCA) of the DB and the Steering Committee (LK) S21 . Berlin / Stuttgart, March 16, 2012
  14. ↑ s'Blättle , No. 10, Wendlingen am Neckar, March 9, 2012 ( PDF ( Memento of March 29, 2013 in the Internet Archive ), 0.9 MB), p. 2.
  15. ↑ a b c Eisenbahn-Bundesamt (Ed.): Plan approval decision according to §§ 18 General Railway Act (AEG), 78 Administrative Procedure Act (VwVfG) for the project "PFA 2.1 a / b, NBS Wendlingen - Ulm, Albvorland", in the communities of Wendlingen am Neckar, Oberboihingen, Kirchheim unter Teck and Dettingen unter Teck Railway km 25,200 to 36,260 of the Wendlingen - Ulm route and "relocation of the state road L 1250 between Wendlingen and Oberboihingen" . Stuttgart March 23, 2015 ( PDF file ).
  16. ↑ Hallfeldt: List of buildings (evidence of all structures, roads and paths, bodies of water, protection systems and other systems affected by the project) Stuttgart - Ulm route (plan approval section 2.1 a / b from km 25,200 to km 36,260. (PDF) November 2014, p. 13 , Retrieved on June 23, 2018 (The points of the basic form 760-1: 14 mentioned in the text can be driven at 80 km / h.).
  17. ↑ a b German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Stephan Kühn (Dresden), Tabea Rößner, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 18/4405 - current planning and implementation status of the new Wendlingen – Ulm line and its performance . tape 18 , no. 4555 , April 7, 2015, ISSN  0722-8333 , p. 2 ( PDF file ).
  18. ↑ Expansion and new line Stuttgart Augsburg area Wendlingen - Ulm plan approval section 2.1 a / b Wendlingen - Kirchheim. (PDF) Explanatory report on the escape and rescue concept Albvorlandtunnel (for information only). DB Netz AG, July 19, 2013, p. 14 f. , accessed June 23, 2018 .
  19. ↑ Volker Kefer : Seventh professional arbitration. (PDF) Costs and financing of the new Wendlingen – Ulm line. In: schlichtung-s21.de. November 26, 2010, p. 7 , accessed June 23, 2018 .
  20. ↑ Thomas Wüpper: Bahn is expecting further delays internally . In: Stuttgarter Zeitung , vol. 68, no. 93, 21./22. April 2012, p. 21 (similar version online ).
  21. ↑ a b c ICE construction site: Citizens fear truck traffic . In: Der Teckbote (online edition), May 14, 2012.
  22. ↑ German Bundestag (ed.): Answer of the Federal Government to the small question of the MPs Ute Kumpf, Michael Groß, Christian Lange (Backnang), other MPs and the parliamentary group of the SPD - Printed matter 17/13198 - Status of important transport projects for Baden-Württemberg ( PDF; 282 kB). Printed matter 17/13846 of June 6, 2013, p. 2.
  23. ↑ a b Michael Deufel: Digging in a chord . In: Stuttgarter Nachrichten . No. 86 , April 12, 2014, p. 20 ( online ).
  24. ↑ Gaby Kiedaisch: "We do not want to bring legal action" . In: Nürtinger Zeitung . July 2, 2015, p. 16 .
  25. ↑ Michael Gieschke: Feasibility study Large Wendlinger curve level 1. (PDF) Annex 1: Explanatory report . Obermeyer Planen + Beraten GmbH, March 27, 2017, accessed on May 20, 2017 .
  26. ↑ Bahn is allowed to collect lizards in the foothills of the Alb. In: bahnprojekt-stuttgart-ulm.de. April 5, 2017. Retrieved April 8, 2017 .
  27. ↑ Bahn is allowed to catch lizards . In: Esslinger Zeitung . April 11, 2017, ZDB -ID 125919-2 , p. 11 ( online ).
  28. ↑ The Supervisory Board of Deutsche Bahn AG advised on schedule and cost developments for Stuttgart 21 and the new Wendlingen-Ulm route. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, January 26, 2018, archived from the original on January 27, 2018 ; accessed on April 20, 2020 .
  29. ↑ Building in new dimensions . In: Bahnprojekt Stuttgart – Ulm e. V. (Ed.): Reference . No. 22 , March 2018, ZDB -ID 2663557-4 , p. 8–13 ( PDF file ).
  30. ↑ a b Germany-Stuttgart: Construction of railway tunnels . Document 52875-2015 of February 13, 2015 in the supplement to the Electronic Official Journal of the European Union .
  31. ↑ a b c d e Christian Milankovic: Large construction site in the foothills of the Alb . In: Stuttgarter Zeitung . No. 37 , February 14, 2015, p. 26 .
  32. ↑ a b Bahn awards contract for the construction of the Albvorland tunnel ( Memento from December 21, 2015 in the web archive archive.today ). Press release from December 18, 2015.
  33. ↑ a b Germany-Stuttgart: Construction of railway tunnels. In: ted.europa.eu. October 19, 2018. Retrieved October 19, 2018 .
  34. ↑ 28 kilometers of new tracks and 44 points. In: ntz.de. April 2, 2016, accessed February 20, 2017 .
  35. ↑ Swiss company builds Albvorland tunnel . In: Esslinger Zeitung . December 24, 2015, ZDB -ID 125919-2 , p. 13 .
  36. ↑ No information center for Wendlingen . In: Nürtinger Zeitung . January 3, 2017, p. 14 ( online for a fee ).
  37. ^ Philipp Langefeld, Gerald Lindner, Stefan Penn : The new Wendlingen - Ulm route, a project at the transition from the planning to the construction phase . In: Railway technical review . No. 12 , 2012, ISSN  0013-2845 , p. 16-20 .
  38. ^ ICE route: District farmers' association defends itself against excavation in fields . In: Teckbote , August 7, 2010.
  39. ↑ No noise protection for Kirchheim . In: Stuttgarter Zeitung , December 29, 2010.
  40. ↑ Noise protection should be checked . ( Memento from November 9, 2014 in the Internet Archive ) In: Filder Zeitung , February 4, 2011.
  41. ↑ Noise protection dream burst . In: Stuttgarter Nachrichten (online edition), February 12, 2011.
  42. ↑ http://www.swp.de/ulm/nachrichten/suedwestumschau/neubaustrecke_-baubeginn-am-albvorlandtunnel-in-kirchheim-15849401.html
  43. ↑ Kai Holoch: The heaviest single item weighs 220 tons. In: stuttgarter-zeitung.de. May 17, 2017. Retrieved July 17, 2017 .
  44. ↑ Tunnel boring machines for Albvorland tunnel approved. In: georesources.net. March 7, 2017. Retrieved July 17, 2017 .
  45. ↑ Mona Beyer: Käthchen comes to Kirchheim. In: teckbote.de. June 29, 2016. Retrieved February 20, 2017 .
  46. ↑ a b Albvorlandtunnel (AVT) . Project presentation, January 26, 2017.
  47. ↑ a b c Jürgen Bock: Giants underground . In: Stuttgarter Nachrichten . tape 72 , no. 185 , August 12, 2017, p. 3 (including title online ).
  48. ↑ a b Iris Häfner: To everyone's delight, things are now going downhill . In: The Teckbote . September 29, 2018 ( online ).
  49. ↑ Der Teckbote, January 28, 2017, page 17.
  50. ↑ Der Teckbote of March 4, 2017, p. 19.
  51. ↑  ( page no longer available , search in web archives )@1@ 2Template: Toter Link / www.bahnprojekt-stuttgart-ulm.de
  52. ↑ https://www.teckbote.de/nachrichten/lokalnachrichten-kirchheim_artikel,-eine-weiter-ampel-auf-der-b-465-_arid,202322.html
  53. ^ Germany-Stuttgart: construction of railway tunnels. Document 2017 / S 201-414339. In: Supplement to the Electronic Official Journal of the European Union . October 19, 2017. Retrieved October 21, 2017 .
  54. ↑ a b c d Tunnel boring machines for Albvorland tunnels picking up speed Press release by Deutsche Bahn from October 6, 2017.
  55. ↑ The Sibyl draws a trace again . Article on teckbote.de from July 27, 2017, accessed on July 30, 2017
  56. ↑ On Saturday, 10,437 visitors were at Wanda and Sibylle's. In: ntz.de. October 9, 2017. Retrieved October 9, 2017 .
  57. ↑ Sylvia Gierlichs: Take a look into the tunnel . In: Nürtinger Zeitung . August 1, 2018, p. 14 ( online ).
  58. ^ Kai Holoch: Tunnels of Europe-wide importance . In: Stuttgarter Nachrichten . tape 72 , October 7, 2017, p. 26 ( online ).
  59. ↑ The Teckbote of October 20, 2018, page 15.
  60. ↑ Fabian Zehle: The pyrite problem . In: Swabian Post . February 8, 2018, p. 6 ( online ).
  61. ↑ a b Precision landing in the foothills of the Alb . In: Bahnprojekt Stuttgart – Ulm e. V. (Ed.): Reference . No. August 26 , 2019, ZDB -ID 2663557-4 , p. 4-9 .
  62. ^ Germany-Stuttgart: construction of railway tunnels. Document 2018 / S 139-318632. In: Supplement to the Electronic Official Journal of the European Union . July 21, 2018, accessed July 21, 2018 .
  63. ↑ a b German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Harald Ebner, Christian Kühn (Tübingen), other MPs and the parliamentary group ALLIANCE 90 / THE GREENS - printed matter 18/2123 - state of the new line Wendlingen –Ulm . tape 18 , no. 2239 , July 25, 2014, ISSN  0722-8333 , p. 8 ( PDF ).
  64. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from MPs Winfried Hermann, Dr. Anton Hofreiter, Dr. Valerie Wilms, another member of parliament and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Printed matter 17/4001 - Current developments on the planned new Wendlingen – Ulm line (PDF; 105 kB). Printed matter 17/4293 of December 17, 2010.
  65. ↑ Konstantin Schwarz: Herrenknecht attacks the railway planners . In: Stuttgarter Nachrichten , No. 185, August 11, 2012, p. 22 ( online ).
  66. ↑ Stefan Hupka: Herrenknecht: South Baden's trump card is the skilled workers . In: Badische Zeitung (online edition), November 24, 2012.