Bossler tunnel

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Bossler tunnel
Bossler tunnel
East portals of the Boßler tunnel, with the Filstal bridge in front (construction status September 2019)
traffic connection New Wendlingen – Ulm line
length 8806 m
Number of tubes 2
construction
Client Deutsche Bahn
start of building 2013
completion November 2019 (as of 2015)
business
release December 2022 (planned)Template: future / in 2 years
location
Boßler Tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
West portal 48 ° 37 '50 "  N , 9 ° 33' 50"  E
East portal 48 ° 34 ′ 21 "  N , 9 ° 38 ′ 42"  E

The Boßler Tunnel is a railway tunnel under construction on the new Wendlingen – Ulm line . With a length of around 8806 m, the tunnel, consisting of two single-track tubes each, will be the longest tunnel on the line and the fifth longest tunnel in Germany (after the Landrückentunnel , the Mündener Tunnel , the Filder Tunnel and the Katzenberg Tunnel ).

The breakthrough of the second tube took place on June 8, 2018.

course

Longitudinal section of the Boßler tunnel, as part of the Alb ascent of the new Wendlingen – Ulm line

The tunnel runs largely straight in a south-easterly direction.

The north-west portal ( Aichelberg portal , building kilometer 39.720) will be built northeast of Weilheim an der Teck . It is on the border of the planning approval section. The subsequent route runs in a south-easterly direction and first crosses under the Rote Wasen and then the Boßler .

The southeast portal ( portal Buch im Filstal , km 48.076) is being built between the municipalities of Mühlhausen im Täle and Wiesensteig . According to the plans, the approximately 485 m long Filstalbrücke over the federal motorway 8 will be connected to the southeast portal . The north-west portal is to be followed by a tunnel-free section in a westerly direction parallel to the A 8.

The structure overcomes a height of about 213 m. The gradient rises to the south-east portal by around 25 ‰. The cover will be up to 280 m.

geology

The tunnel crosses under the layers of the Brown Jura over a length of around six kilometers . After preliminary investigations had shown very low strengths in partial sections, pressure-like rock is expected in connection with the overburden of up to 280 m. In layers of the White Jurassic, karstification is also expected in areas. The Braunjura consists of clay and clay marl stones in which sandstone banks are embedded. Braunjura α, β (pressure-like) and γ-ξ are penetrated from bottom to top. This is followed by the White Jurassic α, β and γ. In the area of ​​the Brown Jura water pressures of up to 4 bar are expected, in the area of ​​the White Jura of up to 10 bar.

history

Variant discussion

For the Albaufstieg (plan approval section 2.2), 25 different variants were initially considered.

In mid-1991, an early route draft provided for the tunnel to begin near Weilheim an der Teck. A length of about 9 km was planned for this part of the Alb ascent. According to the planning status from 1993, an 8.8 km long tunnel was planned in this area.

The planning status from 1995 provided for a tunnel with a length of 8710 m.

Numerous route variants were examined in the corridor between Aichelberg and Widderstall for the Alb ascent of the new line. In addition to variants bundled with the motorway and a direct (straight) route, different variants ran in an area spanned by the Neidlingen , Wiesensteig and Westerheim districts .

In addition to the later plan established route while the so-called was mainly Filstal- and Hasentalvariante tested. Both variants were discarded, particularly due to ecological concerns; the two valleys examined were included in the list of proposals according to the Habitats Directive during the investigation . Major interventions in the water balance, higher noise pollution and a significantly longer advance through karst aquifers also led to the exclusion of these two variants. Last but not least, the expected additional costs between 7 and 395 million D-Marks were decisive for discarding the alternative options.

The regional planning decision resulted in the requirement to examine alternative route variants in the area of ​​the Albaufstieg. Eight different routes were examined in more detail. In 1999 a hydrological evaluation of these variants was presented. After a planning stop in 2000, a new variant investigation was carried out in 2006, in the course of which routes in traffic route bundling were also examined.

planning

At the end of 2001 a 30 to 40 million DM exploration program was planned in the area of ​​the Albaufstieg.

In 2004 and 2007 the structure was planned with a length of 8,710 m. According to the planning status of 2007, the early construction of an exploratory gallery in the tunnel cross-section was planned. Due to the geological conditions (status: 2007), an exploratory tunnel is to be built in advance in the cross-section of the later tunnel.

In mid-August 2009, the consultation process for the 14.5 km long Albaufstieg planning approval section , to which the tunnel belongs, was completed by the Stuttgart Regional Council and handed over to the Federal Railway Authority for final approval . In the course of the procedure, 82 public authorities were heard and 1,150 private objections were dealt with. The main change in the course of the procedure was a changed construction site logistics.

Construction was scheduled to begin in mid-2009 in 2010.

As part of the 9th plan change in plan approval section 2.2 applied for on July 13, 2018, the extinguishing water system is to be converted from the previously planned dry extinguishing water pipe to a partially pressureless pipe. For this purpose, a pump center with a water tank for fire fighting is to be built below the Aichelberg rescue site. The extinguishing water tank previously provided there is to be enlarged.

Discourse on machine propulsion

Due to the pressure of the mountains, machine jacking was out of the question according to the planning approval decision . According to the entrepreneur Martin Herrenknecht , a machine drive could save around 70 to 100 million euros compared to the conventional drive that is mandatory in the tender. According to him, Deutsche Bahn initially only planned conventional tunneling in the tender. The company had a counter-opinion drawn up at its own expense and thus obtained approval for machine driving. Together with the Filder tunnel , this saved 80 to 100 million euros. In the meantime, a 2830 m long section is to be driven in both tubes with tunnel boring machines (TBM). According to the information provided by Deutsche Bahn, conventional shotcrete jacking was planned in the tender documents for this area , but special proposals for TBM jacking were desired. The TBM tunneling was able to establish itself as an economical solution.

Award

On November 8, 2011, the shell construction of the Boßler and Steinbühl tunnels was put out to tender across Europe. Applications to participate in the bidding competition for the 75-month construction contract had to be submitted by January 11, 2012; A negotiation procedure should take place based on this . The construction of the Boßler tunnel was divided into two lots of around 3670 and around 5100 m in length; the Steinbühl tunnel forms a third, independent lot. In addition, in the course of the contract, around 1.32 million cubic meters of excavated material are to be recycled or disposed of and four makeshift interchanges are to be built on federal motorway 8 .

The calculation documents were sent to bidders in February 2012.

The contract was awarded in October 2012 together with that for the Steinbühl tunnel . The costs for both tunnels are 635 million euros and thus, according to Deutsche Bahn, well below the planned costs. Originally, the award was not expected until the end of 2012 (as of December 2011). The award was officially announced at the end of November 2012.

The total costs for both tunnels of the Albaufstieg were given at the end of October 2013 at around 1.05 billion euros. For the entire plan approval section 2.4, at the 2010 price level, 1,074.3 million euros are estimated.

When the financing agreement for the new line was concluded in April 2009, shell construction costs of around 19.5 million euros per kilometer and tube were expected for the Boßler tunnel. When applying for the financial construction approval in 2010, the planned costs were 32.0 million euros per kilometer and tube.

construction

At the beginning of December 2012, clearing work began to clear the construction site at the Aichelberg portal. In 2013 a dam was to be built between the already completed bridge over state road 1214 and the future tunnel portal. The bridge was the first structure on the new line to be completed in 2011.

At the beginning of 2012, it was planned to start tunneling in mid-2013 after the site investigation . The drive at the Umpfental intermediate attack began in July 2013. In mid-November 2013, almost 500 meters, almost half of the intermediate attack had been driven.

66 months are planned for the shell construction. The two tubes were initially to be built using shotcrete . Three intermediate attacks were planned to accelerate the construction time. An interim attack in 2008 was rejected as part of a plan change procedure. The planning from 2009 still provides for an intermediate attack in the form of a window gallery , which is to be backfilled after the tunneling has been completed. The 920 m long intermediate attack in Umpfental meets the driving tunnel 5230 m from the west portal. From there, 2830 m descending and 3576 m ascending (to the east portal) should be driven. From the west portal, a machine drive was planned over a length of 2830 m towards the east portal. A drive from the east portal was waived due to the very steep valley flanks and ecological considerations. By mid-November 2014, 600 meters of the intermediate attack had been driven.

Of the 8,772 m long West tube to 8,745 m in mining means are formed construction, the remaining 27 m are provided for portal structures. Of the 8,788 m long eastern tube, 8,761 m are planned using the mining method and 27 m at the portals using the open construction method. Together with the Steinbühl tunnel, a total of 4.3 million cubic meters of material will be excavated. According to the planning status from the end of 2013, machine driving should begin on September 21, 2014 at the latest.

Around 8,000 people visited an open construction site day on November 8, 2014, during which the machine tunneling was symbolically started. The actual start of tunneling should take place in January 2015.

After the overburden had turned out to be more solid than initially planned, an expanded machine drive was considered in 2014. Possibly the tunnel can be driven completely with the machine. Conventional tunneling was stopped by December 8, 2014 at the latest without giving any reason. There were 731 m downhill and 47 m uphill. According to other information, the start of tunneling announced for before Christmas 2014 was delayed for an indefinite period of time due to necessary fine adjustments to the machine, according to the railway.

At the end of February 2015, Deutsche Bahn announced that it wanted to extend the machine advance. At the beginning of March 2015, discussions took place between Deutsche Bahn and the contractor about extending the machine tunneling. The start of tunneling was delayed by four months, among other things due to a lack of permits.

The machine tunneling finally began on April 14, 2015. The 120 meter long, 11.38 m high and approximately 29 million euro expensive machine is called S 833 and was christened Kätchen . It should reach a rate of advance of 15 to 20 meters per day. The machine driving of the first tube is expected to take eight to nine months. Then the cutting wheel is to be dismantled and transported out of the tube, the shield jacket is to remain in the mountain.

After driving a kilometer of the machine, unexpected, very dry rock resulted in dust pollution. The machine tunneling reached more than 30 meters per day instead of the planned 20 meters. In July / August 2015 the tunneling was stopped for five weeks in order to convert the logistics for a higher tunneling speed. Tunneling was resumed on August 5, 2015. At the beginning of September 2015, the machine had driven 1.6 km. The breakthrough into the Filstal took place on November 6, 2016. The drive for the west tube is to begin in spring 2017. The second breakthrough in Filstal took place in June 2018.

In 2016 there were 23 accidents in the Boßler and Steinbühl tunnels, which went off lightly.

Due to an unexpectedly high proportion of pyrite when driving the Albvorland and Boßler tunnels, Deutsche Bahn sees cost risks of 140 million euros. For the Boßler Tunnel, 2.5 million tons of pyrite-containing excavated material is expected.

The segments were manufactured in a segment factory in Weilheim seven days a week by 100 workers in two shifts. The 1.6 km long way to the tunnel portal was covered by light rail .

The completion of the shell was planned for 2018 in mid-2013. The completion of the tunnel was planned for November 2019 in mid-2015.

The construction warehouse at the Umpfental intermediate attack has been dismantled (as of June 2018). A boulder reminds of the construction work.

Two days of the open construction site at the east portal of the Boßler tunnel and the Filstal bridge, on 16./17. June 2018, 14,000 people visited.

At the end of August 2018, the construction of the 17 connecting structures between the two tunnels is to begin, which will be carried out using blasting and will take around a year to complete.

  • Railway overpass over the L1214 (May 2012)

  • The cleared construction site for the north-west portal (March 2013)

  • View from the railway overpass towards the Aichelberg portal (August 2013)

  • Construction road to the Umpfental intermediate attack (May 2013)

  • Tunneling work on the Umpfental intermediate attack (July 2013)

  • Preparing a blast in the Umpfental ZA (August 2013)

  • Construction site at the west portal near Weilheim (December 2016)

  • Tubbing at the west portal near Weilheim (December 2016)

  • Construction site with narrow-gauge railway at the west portal near Weilheim (December 2016)

  • Construction site of the Filstalbrücke with the tunnel's east portal (February 2019)

technology

Test route for a slab track that can be driven on by road vehicles ( Osterberg Tunnel , 2012)

The tunnel is to have a solid carriageway that can also be used by road vehicles . A minimum drivable width of 6.99 m should also enable oncoming traffic.

Web links

Commons : Boßlertunnel  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ a b c Tunneling: higher speed after conversion . In: Geislinger Zeitung . August 6, 2015, p. 11 ( swp.de ).
  2. ↑ Stuttgart-Ulm rail project: MotionRide (...) . Video of the planned route, February 2010, position 2:09.
  3. ↑ a b c d Peter Marquart : Stuttgart 21 - and NBS Wendlingen-Ulm. Planning status and outlook. In: Civil engineering. 119, No. 4, 2007, ISSN  0944-8780 , pp. 190–196 ( baumaschine.de ( memento of the original from July 11, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original - and archive link according to instructions and then remove this note. PDF; 657 kB). @1@ 2Template: Webachiv / IABot / www.baumaschine.de
  4. ↑ The shell of the Boßler tunnel is finished
  5. ^ A b c d e f g 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 BV, March 2013, ISSN  0722-6241 , p. 28-40 .
  6. ↑ a b c Hany Azer , B. Engel: Stuttgart 21 and NBS Wendlingen – Ulm. In: tunnel. Issue 7/2009, ISSN  0722-6241 , pp. 12-24 ( tunnel-online.info PDF; 290 kB).
  7. ↑ a b Peter Marquart : Geology shows its way - tunnel construction in the mountain formations around Stuttgart and on the Swabian Alb. In: geotechnics. 27, No. 2, 2004, pp. 99-103, ISSN  0172-6145 .
  8. ↑ a b c d Wolfgang Feldwisch: Major rail projects as a challenge for tunnel construction . In: Geotechnik , 30 (2007), No. 4, ISSN  0172-6145 , pp. 217-225.
  9. ↑ Peter Jäckle, Walter Wittke : Basics for economical drafts as well as on-time and on-budget execution of tunnel structures . In: Study Society for Underground Transport Systems (Ed.): Tunnel - Lifelines of the Mobile Society (=  Research + Practice ). tape 40 . Bauverlag, Gütersloh 2003, ISBN 3-7625-3602-3 , p. 60-66 .
  10. ^ Joachim Nied, Peter Marquart : Planning, implementation and geology of the major projects Stuttgart 21 and NBS Wendlingen – Ulm. In: Geotechnics. 30, No. 4, 2007, ISSN  0172-6145 , pp. 225-231.
  11. ↑ a b Plan approval decision according to § 18 General Railway Act (AEG) for the upgraded and new line Stuttgart - Augsburg area Wendlingen - Ulm plan approval section 2.2, Albaufstieg km 39.270 - km 53.834  ( page no longer available , search in web archives )  Info: The link was automatic marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 1.3 MB). Stuttgart, September 20, 2011, pp. 68, 78.@1@ 2Template: Toter Link / www.eba.bund.de  
  12. ↑ 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.
  13. ^ 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.
  14. ↑ Without author: Planned tunnels in the course of the new Stuttgart – Ulm line . In: Tunnel , Issue 5/1993, ISSN  0722-6241 , pp. 288-292.
  15. ^ 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.
  16. ^ 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. Conference proceedings, September 26, 2006, ( rp.baden-wuerttemberg.de ( Memento of December 17, 2011 in the Internet Archive ) PDF; 8 MB), pp. 6–13.
  17. ↑ 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, pp. 57–67.
  18. ↑ 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 ( Memento of December 17, 2011 in the Internet Archive ), 8 MB), pp. 14-27.
  19. ^ Mathias Bury: Stuttgart 21: There is still some risk slumbering in the ground . In: Stuttgarter Zeitung . December 17, 2001, p. 19 .
  20. ↑ a b The new ICE section “Albaufstieg” will be built from 2010 . ( Memento of the original from February 12, 2013 in the web archive archive.today ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. In: Der Teckbote (online edition), August 22, 2009. @1@ 2Template: Webachiv / IABot / www.teckbote.de
  21. ↑ Determination of the failure to carry out an environmental impact assessment (UVP) in accordance with Section 5 of the Environmental Impact Assessment Act (UVPG) for the “Large-scale project Stuttgart-Ulm PFA 2.2; 9. Change of plan "extinguishing water system partially filled" “, rail km 39.270 to 53.834 of the route 4813 Feuerbach-Stuttgart Hbf deep-Ulm Hbf in Hohenstadt, Aichelberg and Mühlhausen. (PDF; 243 kB) (No longer available online.) Federal Railway Office, July 26, 2018, formerly in the original ; accessed on July 27, 2018 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Toter Link / www.eisenbahn-unfalluntersprüfung.de  
  22. ↑ Konstantin Schwarz: Herrenknecht attacks the railway planners . In: Stuttgarter Nachrichten , No. 185, August 11, 2012, p. 22 ( [1] ).
  23. ↑ Martin-Werner Buchenau: The railway is still like an authority . In: Handelsblatt . No. 241, December 12, 2012, ISSN  0017-7296 , p. 18.
  24. ^ A b D-Frankfurt: Construction work for tunnel . Document 2011 / S 214-349672 of November 8, 2011 in the electronic gazette of the European Union .
  25. ↑ 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 23, 2012 bahnprojekt-stuttgart-ulm.de  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 880 kB), p. 28.@1@ 2Template: Toter Link / www.bahnprojekt-stuttgart-ulm.de  
  26. ↑ Bahn assigns the Albaufstiege tunnel structures on the new Wendlingen – Ulm line ( Memento of the original from December 9, 2015 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 139 kB). Press release from Deutsche Bahn from October 17, 2012. @1@ 2Template: Webachiv / IABot / dbag.yesspress.com
  27. ↑ Communication Office Railway Project Stuttgart – Ulm (Ed.): Profile: On the further progress of the project following the referendum ( memento of the original from January 23, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . Press release from December 2, 2011. @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de
  28. ^ D-Stuttgart: Construction work for tunnel . Document 378469-2012 of November 29, 2012 in the supplement to the Electronic Official Journal of the European Union .
  29. ↑ Schwäbische Zeitung . October 31, 2013, p. 3 (similar version schwaebische.de ).
  30. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from MPs Matthias Gastel, Harald Ebner, Christian Kühn (Tübingen), other MPs and the Alliance 90 / THE GREENS parliamentary group - printed matter 18/2123 - status of the new Wendlingen – Ulm line . tape 18 , no. 2239 , July 25, 2014, ISSN  0722-8333 , p. 8 ( dip21.bundestag.de [PDF]).
  31. ↑ 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 BÜNDNIS 90 / DIE GRÜNEN parliamentary group - Printed matter 17/4001 - Current developments on the planned new Wendlingen – Ulm line (PDF; 107 kB). Printed matter 17/4293 of December 17, 2010.
  32. ^ Arnd Woletz: Harbingers of the Mammut construction site . In: Neue Württembergische Zeitung , December 8, 2012 ( swp.de ).
  33. ^ 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 .
  34. ↑ a b Andreas Pflüger: The big drilling and digging begins in mid-2013 . In: Stuttgarter Zeitung , No. 24, January 30, 2012.
  35. ↑ bahnprojekt-stuttgart-ulm.de ( Memento of the original from January 1, 2014 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. Image of the construction work on the project website @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de
  36. ↑ Work for the Steinbühl tunnel is progressing rapidly . In: Geislinger Zeitung . November 20, 2013, p. 13 ( swp.de ).
  37. ↑ When it comes to noise protection, the train remains immobile. In: Göppingen district news. November 14, 2008.
  38. ↑ a b Symbolic start of construction on the Boßler tunnel . In: Südwest Presse . October 11, 2014, ZDB ID 1360527-6 , p. 13 .
  39. ↑ Jürgen Schäfer: Tunnel construction site is maturing . In: Geislinger Zeitung . November 23, 2013, p. 12 (under a similar title swp.de ).
  40. ↑ 2500 ton drill digs into the rock . In: Schwäbische Zeitung , Alb-Donau edition . November 11, 2014, p. 21 ( schwaebische.de ).
  41. ↑ Left pocket? Right pocket! In: Südwest Presse . October 25, 2014, ZDB ID 1360527-6 , p. 7 .
  42. ↑ Railway stops blasting in the Boßler tunnel . In: Geislinger Zeitung . February 26, 2015, p. 9 .
  43. ↑ Heike Allmendinger: The workers are in the starting blocks . In: Esslinger Zeitung . February 28, 2015, ZDB -ID 125919-2 , p. 13 .
  44. ↑ Jürgen Schäfer: Signals are still red . In: Neue Württembergische Zeitung . February 17, 2015, p. 13 .
  45. ↑ Rail makes faster progress at the Steinbühl tunnel . In: Neue Württembergische Zeitung . February 28, 2015, p. 19 .
  46. ↑ Heike Allmendinger: Tunnel boring machine should make more distance . In: Esslinger Zeitung . March 3, 2015, ZDB -ID 125919-2 , p. 13 .
  47. ↑ Thomas Hehn: Bridging begins in autumn . In: Geislinger Zeitung . May 7, 2015, p. 12 ( swp.de ).
  48. ↑ DB Mobility Logistics AG (ed.): The tunnel boring machine at the Boßler tunnel begins with the drive and ring construction . Press release from April 15, 2015.
  49. ↑ a b c Luck up, Käthchen is coming . In: Esslinger Zeitung . October 10, 2014, ZDB -ID 125919-2 , p. 14 .
  50. ↑ Jürgen Schäfer, Thomas Hehn: Dust clouds and mountains . In: Geislinger Zeitung . June 27, 2015, p. 15 .
  51. ↑ Ralf Heisele: Nothing for warm showerers . In: Geislinger Zeitung . September 4, 2015, p. 19 .
  52. ↑ First tube of the Boßler tunnel completely driven. In: bahnprojekt-stuttgart-ulm.de. DB Projekt Stuttgart – Ulm GmbH, November 6, 2016, accessed on November 6, 2016 .
  53. ↑ The shell of the Boßler tunnel is finished
  54. ↑ Daniela Baisch: 30 days without an accident, good luck! In: Schwäbische Zeitung . December 7, 2016, p. 15 (short version online ).
  55. ↑ Fabian Zehle: The pyrite problem . In: Swabian Post . February 8, 2018, p. 6 ( online ).
  56. ↑ Corinna Meinke: Käthchen quickly eats her way ahead . In: Stuttgarter Zeitung . No. 134 , June 15, 2015, p. 18 ( stuttgarter-nachrichten.de ).
  57. ↑ 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; 177 kB). Printed matter 17/13846 dated June 6, 2013.
  58. ↑ The construction site in Umpfental is history . In: Geislinger Zeitung . No. 168 , June 16, 2018, p. 18 .
  59. ^ Jochen Horndasch: New ICE building: In seven seconds over Filstal. June 18, 2018, accessed June 24, 2018 .
  60. ↑ Blasting necessary to build the connecting structures. In: http://www.bahnprojekt-stuttgart-ulm.de . Deutsche Bahn, August 29, 2018, accessed on September 15, 2018 .