Upgraded line / new line Plochingen – Günzburg

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The upgraded line / new line Plochingen-Günzburg (according to another source also new line / upgraded line Plochingen-Günzburg ) was a planned railway - new and upgraded line between Plochingen (near Stuttgart ) and Günzburg (near Ulm ). The route planned in the 1980s was to be used by long-distance and local transport as well as freight trains in mixed traffic.

It was intended to defuse the existing line in the Geislinger Steige area , its steepest and slowest section, and to extend the high-speed network from Stuttgart to Ulm as a continuation of the Mannheim – Stuttgart high-speed line that is currently under construction .

In the early 1990s, planning was given up in favor of the new Wendlingen – Ulm line and the redesign of the Stuttgart railway junction (“ Stuttgart 21 ”).

history

background

In the course of the preliminary planning of the high-speed route Mannheim – Stuttgart , the German Federal Railroad considered in 1970 to create a new underground through station for high-speed traffic from Mannheim and Ulm under Stuttgart main station. Trains in the direction of Ulm were to be directed under the Uhlandshöhe into the Neckar valley near Esslingen. A new line should lead from there to Unterfahlheim near Ulm.

planning

The route, with a maximum gradient of 12.5 per thousand, should be able to be used in mixed traffic by passenger and freight trains. The comparatively low gradient should enable freight trains in particular to pass the existing route (up to 22.5 per thousand) without an additional push locomotive. The ascent to the Swabian Alb should take place in an approximately 23 km long ascent tunnel east of the existing route, between Beimerstetten / Westerstetten and Süßen . The construction of such a tunnel was classified by geologists as extremely difficult. The ascent of the Alb shows a variety of karst structures . In 1987 an exploration program ran.

While some plans in the mid-1980s provided for a three-track expansion of the existing line between Plochingen and Süßen, the state of Baden-Württemberg preferred a new line that had already started in Plochingen. According to the railway, this was conceivable under certain assumptions.

No expansion measures were planned between Zuffenhausen and Plochingen .

With an open route, the project found its way into the urgent needs of the Federal Transport Infrastructure Plan 1985 . The section between Plochingen and Süßen should therefore be expanded to three tracks (with selective line improvements ). As an alternative, a new line was registered for the federal transport route plan in this section, which would have run at a distance of up to 5 km from the existing line. According to the railway, a major advantage of this variant was the possibility of extensive regional traffic. A new line was planned between Süßen and Günzburg. This was to be led past Ulm to the north and connected to the existing line in Beimerstetten in order to connect the region around Ulm to long-distance traffic. The exact route between Plochingen and Günzburg was initially left open. The travel time between Stuttgart and Munich should be reduced to one and a half hours.

The planned investments in the Federal Transport Infrastructure Plan 1985 amounted to 1,910 million German marks . The costs for a continuous new line between Plochingen and Günzburg were estimated at DM 2,190 million. In addition, an expansion between Günzburg and Augsburg with a volume of 300 million DM was planned. (Price as of January 1, 1986) In mid-1985, DM 1.9 billion were given for the new and expansion project.

In the run-up to registration for the Federal Transport Infrastructure Plan 1985, there were intense public discussions after it became known that a northern bypass of the city of Ulm was being considered as a variant. A number of variants emerged from this discussion process, which were included in the preliminary planning. While the travel time in the Intercity between Augsburg and Stuttgart should be reduced from 100 to 70 minutes when bypassing Ulm, an additional requirement of 15 minutes was set for trains stopping in Ulm.

variants

In the course of the expansion program for the network of the German Federal Railroad in 1970, a 220 km long new line between Stuttgart and Munich was planned under the name of the supplementary line Stuttgart – Ulm – Augsburg – Munich . In 1970, preliminary planning provided for the construction of a 200 km long rapid transit axis from Schwetzingen via Stuttgart and Plochingen to Augsburg. The line designed for around 300 km / h was to run in the tunnel over a third of the length. In Stuttgart, the construction of an underground through station for high-speed traffic under the main station was considered. These plans were no longer pursued in this form.

In 1985 the variant investigations began in the corridor between Stuttgart, Ulm and Augsburg. At the beginning of 1986, a planning group at the Stuttgart Federal Railway Directorate was commissioned with the preliminary planning of the route.

In addition to the proposal made in the Federal Transport Infrastructure Plan in 1985, various variants were examined in four corridors in the course of the preliminary planning started in early 1986:

  • Corridor A provided for a three- or four-track expansion between Plochingen and Süßen, alternatively also a new line (NBS). Various NBS variants have been proposed between Süßen and Günzburg (via Beimerstetten).
  • Corridor B provided for a three-track expansion between Beimerstetten and Ulm, alternatively different variants of NBS. A three-track expansion was planned between Ulm and Günzburg.
  • Corridor C provided for different NBS variants between Plochingen and Ulm.
  • Corridor D ran from Süßen via Lonsee to Ulm. Different variants of NBS, partly along the Neckar-Alb-Danube Canal planned decades earlier , were planned.

The existing route runs between Plochingen and Beimerstetten in Corridor A, then via Ulm to Günzburg in Corridor B. In the summer of 1987, a commissioned report from the Central Neckar Regional Association was submitted, which recommended an extension of the S-Bahn from Plochingen to Geislingen. An expansion to four tracks (as a new or upgraded line) was recommended for the Filstal area. A four-track expansion was examined in the course of preliminary planning and, with selective interventions in the development, considered feasible.

The preliminary technical and operational investigation resulted in 33 “route modules” (without intermediate modules). Combining this resulted in more than 80 continuous individual routes between Plochingen and Günzburg. For the sake of simplicity, 24 components that appear inexpensive (without intermediate components) were initially selected. In a second stage, optimized routes were created and ten continuous route variants between Plochingen and Günzburg were derived from them.

At the end of 1987 ten variants were considered (AI, AII, AIII, AIV, BI, BII, BIII, CI, DI, DII). The four routes selected in Corridor A were 78.346 to 81.983 km long, the three variants in Corridor B 90.256 to 92.558 km, the variant in Corridor C (CI) 83.038 and the variants in Corridor D (DI, DII) 91.302 to 94.049 km.

These variants were finally subjected to a comparative evaluation. In addition to economic and technical parameters, the various corridors were also subjected to a comparative ecological assessment . Variant A , which would have run in a line from Günzburg to Beimerstetten and thus to the north by Ulm , met with particularly great resistance from the public .

The comparison of variants in the Plochingen – Günzburg area was completed in spring 1988 and presented to the local authorities concerned on April 20, 1988 ; the former Federal Railroad favored the construction of a northern bypass route for 140 trains per day in the Ulm area. The state of Baden-Württemberg initially abstained from a rating.

The comparison of variants presented in 1989 suggested a route north of Ulm and one through Ulm. The report was submitted to the states of Baden-Württemberg and Bavaria for comment. Between 1986 and 1989, 29 million DM were invested in the project.

Due to the tight budget, the new construction and expansion should take place in several steps, each of which should be usable in itself.

Transition to the new Wendlingen – Ulm line

In 1988, the transport scientist Gerhard Heimerl made an alternative proposal to the federal railway planning at the time. This proposal (so-called H-route ) included a route largely along the federal highway 8 , continuously south of the existing route and the variants discussed so far. Heimerl's concept envisaged the construction of a four-track through station under the Stuttgart main station , whereby the above-ground tracks of the existing terminal station would have been preserved. The route met with broad political approval and was used as the basis for the plans of Deutsche Bahn from 1992 onwards. An expert opinion by the University of Stuttgart in 1989 also suggested bypassing the main train station by connecting the new line coming from Mannheim directly with the upgraded line to Augsburg. With a conceivable alignment of the new line parallel to the autobahn, a travel time reduction of 40 minutes can be achieved. In mid-1989, the board of directors of the Deutsche Bundesbahn approved this proposal in principle, as this variant is shorter than the Filstal variant and also connects Stuttgart Airport. The company's specialist services were instructed to develop possible solutions.

As a compromise between the H-route and the drafts at hand, the Federal Railroad initially presented a combined new and upgraded route known as variant K ( K for combination route ). This was intended (analogous to variants A / B) to ease the inclines of the Geislinger Steige for freight traffic, but to introduce it into the new through station planned by Heimerl for long-distance traffic, below Stuttgart main station. A tunnel was to be built between the main train station and Plochingen.

The Alb descent towards Stuttgart should be carried out with two tunnels as part of the K-route: A 7,780 m long tube should lead in the area of Stötten with a continuous gradient of 12.5 per thousand to Roggental, which is the same gradient on a 140 m long Bridge should be crossed. This was to be followed by a 12,420 m long Alb tunnel , which would have risen above Eybach and Waldhausen with 12.5 per mille, only to reverse in the area of Schalkstetten to a gradient of 2.2 per mille. The structure was to come to the surface near Weidenstetten , where a transfer point had also been planned. Since water pressures with a pressure height of up to 200 m were not manageable at the time, permanent drainage would have been necessary with this solution . Furthermore, there would have been, at least temporarily, a shift in the European karst watershed that would have been crossed by the tunnel route at Braeunigsheim .

On July 2, 1990, the then DB board decided to continue the investigation of route variants in order to come to a decision on the route with the participating countries by the beginning of 1991. “For strategic reasons, the board of directors prefers a route based on the Heimerl variant in terms of future prospects. This variant (H) means underpassing Stuttgart and Ulm, the possibility of connecting Stuttgart airport and is the shorter and faster connection compared to the Filstal variant (A IV). ” A passage that was not published later says: “ According to the current situation, a Decision not possible: The time of completion of the route is of great importance for DB. According to statements by third parties, however, the K route via Filstal, Plochingen, Günzburg appears to be easier and faster to implement. ” Another part of this decision was the request to work towards upgrading the“ Remstalweg ”(expansion of the Remsbahn and Riesbahn ), “ there it is necessary regardless of the variant ” .

On June 12, 1991, the Federal Railroad presented the two route alternatives at the invitation of the Baden-Württemberg Ministry of Transport. The local authorities concerned were given the opportunity to make their views known to the ministry until autumn 1991. The Federal Railroad expected a fundamental decision on the route between Stuttgart and Ulm for autumn of the same year. The earliest possible start of construction was given in the mid-1990s. In October 1991, what was then the Federal Railroad submitted a variant investigation of the variants K and H. In September 1992, the state government passed a cabinet resolution to implement variant H with full integration of Stuttgart main station in the form of a through station.

On December 8, 1992, the railway board passed a decision in principle for the H-route, but without a long-distance tunnel under the main station, which should continue to be approached above ground. The draft provided for the route from Stuttgart via Bad Cannstatt and Untertürkheim to Esslingen-Mettingen . From there, a tunnel should lead to Neuhausen on the Fildern , where the route should be parallel to the A 8. The construction of a new long-distance train station on the edge of the Rosenstein Park with the construction of a fifth track between the main train station and Cannstatt was examined. The previous railway area should be built over.

In this context, the Bundesbahn described the H-route as the most economical solution. The travel time between Stuttgart and Ulm should be reduced from 53 to 31 minutes. The Federal Railroad announced that it would include both the H-route and the K-route in the spatial planning procedure to be initiated in 1993. According to the planning status from 1993, a number of long tunnels were planned for both variants.

The Transport Science Institute of the University of Stuttgart also examined the possibility of building a new long-distance train station in Kornwestheim, Untertürkheim and Bad Cannstatt. According to the institute, none of the variants have proven to be very attractive. In the context of the planning of a long-distance train station at Rosensteinpark, however, the urban development potential, the use of the free space, was recognized. From this, Stuttgart 21 emerged as a common concept for traffic and urban development.

In April 1994 the project was presented to the public. In the course of the project, the new Wendlingen – Ulm line is being created which largely corresponds to the proposed H-line.

Individual evidence

  1. ^ Ernst Rudolph: Railway on New Paths , Hestra-Verlag, Darmstadt, 1989, p. 12.
  2. ↑ a b Jürgen Grübmeier, Roland Heinisch : planning for the rail network of the future . In: Reiner Gohlke , Knut Reimers (ed.): Yearbook of the railway system . Hestra-Verlag, Darmstadt 1985, ISBN ( Yearbook of the Railway System. Volume 36), pp. 30–39.
  3. ↑ a b c d e f g Gerhard Heimerl : Winding paths to the goal. Detours and obstacles on the way to Stuttgart 21 . In: Turm-Forum Stuttgart 21 e. V. (Ed.): The Stuttgart 21 project and the new Wendlingen – Ulm line. A milestone in the European high-speed network . Stuttgart 2006, "Sonderedition 678-1006", pp. 47–49.
  4. ^ A b Hans-Martin Heuschele: A train station under the main train station . In: Stuttgarter Nachrichten . No. 202 , August 27, 1970, pp. 17 .
  5. ↑ a b c d e Sascha Behnsen, Hans-Peter Kleemann: The future was yesterday ... New approaches and considerations in the decades-long debate about the Stuttgart 21 project and the new Wendlingen - Ulm line ( Memento of the original from November 12, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 4.1 MB). @1@ 2Template: Webachiv / IABot / www.srl.de
  6. ↑ a b c Klaus Arnoldi: Plea for a needs-based expansion , PDF file from April 2, 2004 (8 pages, 880 kB).
  7. ^ A b c d e f g Wolfgang Watzlaw: Preliminary planning for the upgraded / new line Plochingen – Günzburg In: The Federal Railroad . Vol. 63, No. 10, 1987, ISSN  0007-5876 , pp. 919-924.
  8. ↑ a b Federal Ministry of Transport: Bundesverkehrswegeplan 1985 , p. 20.
  9. ↑ Federal Transport Infrastructure Plan '85 adopted . In: Railway technical review . tape 34 , no. 10 , 1985, ISSN  0013-2845 , pp. 765 .
  10. ↑ New ways into the future . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 2/1985, p. 5 f.
  11. ↑ Paul Werner: Expansion and supplementation of the route network of the German Federal Railroad . In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 16-20.
  12. ↑ a b Peter Marquart: The development of the project planning . In: Regional Council Stuttgart (Hrsg.): Project Stuttgart 21 and NBS Wendlingen - Ulm: The consideration of water management in the planning - an interim balance - . Proceedings, September 26, 2006, ( PDF file ( Memento from December 17, 2011 in the Internet Archive ), 8 MB), pp. 6–13.
  13. ↑ a b c Planungsbüro Obermeyer (Ed.): Appendix 6: Overall assessment . ( Expansion and new construction of the Plochingen - Günzburg line: Documentation of the preliminary investigations, comparison of variants , Volume 6). Expert opinion on behalf of the Stuttgart Federal Railway Directorate, December 1987, pp. 1, 5–7 (available at the Württemberg State Library ).
  14. ↑ Planungsbüro Obermeyer (Ed.): Appendix 5: Engineering geological and tunnel construction investigation . ( Expansion and new construction of the Plochingen - Günzburg line: Documentation of the preliminary investigations, comparison of variants , Volume 5). Expert opinion on behalf of the Stuttgart Federal Railway Directorate, November 1987, pp. 8–10 (available at the Württemberg State Library ).
  15. ↑ Annual review 1988 . In: Die Bundesbahn , 1/1989, p. 63.
  16. ↑ Without author: Annual review 1988 . In: The Federal Railroad . Vol. 65, No. 1, 1989, ISSN  0007-5876 , p. 62.
  17. ↑ Review of the year 1989 . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 1/1990, pp. 12-15.
  18. ↑ The Federal Minister of Transport (ed.): Federal Transport Route Plan 1985 - Status of Realization . Annex to the status report of the Federal Transport Infrastructure Plan 1985 and the German Transport Infrastructure Plan. Bonn October 2, 1990, p. 6 .
  19. ↑ Announcement of the tunnel for the new line in Stuttgart . In: Eisenbahn-Kurier , No. 199, 4, 1989, ISSN  0170-5288 , p. 10.
  20. ^ Message in the tunnel through Stuttgart . In: Eisenbahn-Kurier , 9, No. 216, September 1990, ISSN  0170-5288 , p. 12.
  21. ^ Rudolf Bienstock, Walter Wittke : Geotechnical problems in the construction of tunnels in water protection areas for the new Stuttgart – Ulm line . In: Study Society for Underground Transport Systems (Ed.): Tunneling - New Chances from European Impetus ( Research + Practice Underground Transport and Underground Construction , Volume 34). Proceedings of the STUVA conference in 1991 in Düsseldorf, 1992, ISBN 3-87094-633-4 , pp. 145–152.
  22. ↑ Helmut Kobus : The development of water management problems in the planning process . In: Regional Council Stuttgart (Hrsg.): Project Stuttgart 21 and NBS Wendlingen - Ulm: The consideration of water management in the planning - an interim balance - . Proceedings, September 26, 2006, ( PDF file ( Memento from December 17, 2011 in the Internet Archive ), 8 MB), pp. 14–27.
  23. ↑ Year in review 1990 . In: The Federal Railroad . tape 67 , no. 1 , 1991, ISSN  0007-5876 , pp. 133 .
  24. ^ Ministry of Transport Baden-Württemberg (ed.): Rail concept Baden-Württemberg . Stuttgart 1991, p. 40 f .
  25. ^ Doubts about the railway tunnel under Stuttgart . In: Stuttgarter Nachrichten , July 30, 1991.
  26. ↑ a b Annual review 1992 . In: The Federal Railroad . tape 69 , no. 1 , 1993, ISSN  0007-5876 , pp. 56 .
  27. ↑ a b News from the rails . In: The Federal Railroad . No. 1 , 1993, ISSN  0007-5876 , pp. 83 .
  28. ↑ Without author: Planned tunnels in the course of the new Stuttgart – Ulm line . In: Tunnel , Issue 5/1993, ISSN  0722-6241 , pp. 288-292.