Bundesstrasse 30

	Template: Infobox high-ranking street / Maintenance / DE-B
	Bundesstrasse 30 in Germany
	Oberschwabenschnellweg
	map
	Basic data
Operator:	Federal Republic of Germany
Start of the street:	Neu-Ulm ; ( 48 ° 22 ′ N , 10 ° 0 ′ E )
End of street:	Friedrichshafen ; ( 47 ° 40 ′ N , 9 ° 30 ′ E )
Overall length:	102 km
State :	Bavaria; Baden-Württemberg;
Development condition:	predominantly four-lane; motorway - like
	Bundesstrasse 30 in Meckenbeuren
	Free State of Bavaria
	District of Neu-Ulm
	State of Baden-Württemberg
	City district of Ulm
	Alb-Danube district
	Biberach district
	Ravensburg district
	Lake Constance district
	Under construction; In planning; Traffic control system ;

The federal highway 30 (abbreviation: B 30 ) is a busy federal highway in north-south direction in Upper Swabia (southern Baden-Württemberg ). With a length of approx. 102 km, it connects the greater Ulm area with Lake Constance and leads past the towns of Laupheim , Biberach an der Riss , Bad Waldsee , Weingarten and Ravensburg to Friedrichshafen .

From the Neu-Ulm motorway triangle to Hochdorf and between Baindt and Ravensburg , federal highway 30 runs on a new route. The old federal road was downgraded to state and district roads.

course

Four-lane B 30 near Achstetten

B 30 through Gaisbeuren

B 30 through Gaisbeuren (close to the residential buildings)

B 30 through Enzisreute

B 30 new exit Ravensburg-Nord

B 30 new north of AS Oberzell

B 30 level crossing in Friedrichshafen

The federal highway 30 begins in the southeast of Neu-Ulm at the Autobahn triangle Neu-Ulm . The first 40 km from Neu-Ulm to Biberach are built like a motorway. The original plan was to continue to build the expressway to Günzburg . The Wiblingen motorway junction has already been partially completed as the Neu-Ulm motorway triangle. In the course of the construction of the A7 in the Neu-Ulm district between Reutti and Holzheim, the bridge structure for the planned Nersingen motorway junction was also built, but this was not realized. From Biberach-Jordanbad to the start of the upgraded line north of Baindt and after the upgrade at Karrer (AS Oberzell near Ravensburg) to Friedrichshafen, one lane is available in each direction. The section between Biberach-Jordanbad and Oberessendorf was expanded to five sections by a third lane by 2013 (2 + 1 expansion). The construction of a third lane between Unteressendorf and Hochdorf is planned.

meaning

Due to its geographical location, the B 30 is a main line for through traffic in the south-eastern part of Baden-Württemberg. It is one of the busiest federal highways in Germany. As of 2010, average daily traffic loads of up to 45,600 vehicles were reached, including 5,016 heavy vehicles (share: approx. 11%). The average daily traffic volume on the central Ulm / Neu-Ulm-Friedrichshafen / Ravensburg / Weingarten axis is around 22,300 vehicles per day with 2,120 heavy vehicles.

The B 30 is the main north-south connection to Friedrichshafen Airport , one of the largest airports in Baden-Württemberg. It is also the main north-south feeder to Messe Friedrichshafen , currently the second largest trade fair location in Baden-Württemberg. It is the main north-south connection to the Ulm freight traffic center, an important freight handling center in Baden-Württemberg. The Ulm-Donautal industrial area, one of the largest industrial areas in Baden-Württemberg, is also on the B 30. The federal road is also the main north-south feeder to the tourist centers on central Lake Constance and in Upper Swabia and the main connection between the Friedrichshafen / Ravensburg regional center / Weingarten with the dual center Ulm / Neu-Ulm. It also opens up the medium-sized centers of Laupheim, Biberach an der Riss and Bad Waldsee. In addition, several upper-central double routes run over the B 30. As of 2015, the catchment area of the roughly 102 km long federal road comprised around 1,076,000 inhabitants.

The federal highway 30 takes up the traffic of the abandoned A 89 (Ulm-Friedrichshafen). It also takes up part of the traffic on the A 85 (Ravensburg-Stuttgart), which has also been abandoned, and together with the A 8 forms the main axis between the districts of Ravensburg and Biberach with the Stuttgart metropolitan region.

Since the introduction of the truck toll in 2005, the B 30 has served as one of the most severely affected toll evasion routes in Baden-Württemberg. Since July 1, 2015, the section from Ulm to Biberach an der Riß and Enzisreute to Ravensburg-Süd has been subject to tolls for trucks. The federal investigations into toll evasive traffic still show the function as an alternate route. The B 30 also serves as an alternative route in the event of traffic jams on the A 7 and A 96 .

Deficits

The B 30 has long since ceased to meet the requirements of a modern, safe and efficient road network. To a large extent, the expansion standards date from the 1950s to 1970s, with correspondingly inconsistent route characteristics.

Insufficient construction standard

According to the guidelines for the integrated network design (RIN), the federal highway 30 is to be assessed as "particularly problematic" or "not justifiable" depending on the section due to the numerous through-roads. The undeveloped route sections have long ceased to meet the usual standards in terms of connection function, traffic load and traffic safety. The B 30 partly serves agricultural traffic to develop farmsteads, meadows and fields, partly has no lanes for traffic turning to the left, too small curve radii, too high gradients, unfavorable geometrical shapes and insufficient stopping distances. It is common for upper-central axes to have at least a three-lane expansion standard, designed with wide curves, slight inclines, plan-free or partial plan-free junctions, excluding traffic that crosses on the same plan and the development of adjacent properties, and operated as a motorized road. Most of the central axes in Germany are designed as federal autobahns.

overload

According to both the Highway Capacity Manual 2000 (HCM 2000) and the manual for the dimensioning of road traffic systems (HBS 2001 in the 2009 version), federal highway 30 is partially overloaded. Particularly affected are sections from Friedrichshafen to Meckenbeuren, as well as the section from Oberhofen to Ravensburg and the end of the expansion at Baindt to Bad Waldsee.

Traffic flow and through town

The B 30 is currently not able to cope with the volume of traffic efficiently from Ravensburg to Friedrichshafen, but also from Baindt to Biberach, on the one hand, and on the other hand, the population in the through traffic is burdened with the negative consequences of the high, very high to outstanding traffic volume. While the places on the Baindt – Biberach section are burdened by the very high heavy traffic there, on the Ravensburg – Friedrichshafen section from Meckenbeuren, one through-town follows the next.

Load on town through traffic

As of 2010, the Enzisreute and Gaisbeuren thoroughfares, with 21,300 vehicles per day, as well as the Ravensburg through-town with 25,800 vehicles per day, are among the most heavily loaded local thoroughfares on the federal road network in Germany. Added to this is the very high volume of heavy traffic for federal highways, averaging 1,600 vehicles per day.

traffic jams

In 2014, traffic jams on the B 30 were counted for the first time. Accordingly, there were 1,787 traffic jams with a total length of 3,055 km between Ulm and Friedrichshafen in 2014. An evaluation was also carried out for 2015 and 2016. Accordingly, there were 3,893 traffic jams with a total length of 6,012 km between Ulm and Friedrichshafen in 2016. A major reason for the considerable increase is the construction work carried out. Smaller traffic jams are not taken into account in these result evaluations of the traffic reports.

In 2016, traffic jams were particularly frequent in Ravensburg (923 traffic jams, 977 km, 1,047.5 traffic jams), Ulm (752 traffic jams, 1,537 km, 770.0 traffic jams), Gaisbeuren (511 traffic jams, 956 km, 579.2 traffic jams), and Lochbrücke (316 traffic jams, 362 km, 395.0 traffic jams) and Meckenbeuren (120 traffic jams, 118 km, 144.2 traffic jams). In the direction of travel to Ulm, traffic jammed especially before the end of the expansion near Ulm (1,376.5 km of traffic jams) and in front of Ravensburg (700.0 km of traffic jams). The most common cause of traffic jams near Ulm was a bridge construction site on the B 28, near Ravensburg there was a high volume of traffic. In the opposite direction - in the direction of Friedrichshafen - traffic was mainly jammed in front of Gaisbeuren (718.2 km of traffic jams) and the end of Ravensburg-Süd (452.7 km of traffic jams). The most common cause of traffic jams here was high traffic volumes.

The traffic jam evaluations from 2014 to 2016 show permanent capacity-related bottlenecks, especially at Ravensburg, Gaisbeuren and Lochbrücke, as well as at the Ulm-Wiblingen junction, which is only permanently insufficiently efficient in the peak morning hours.

Accidents

The B 30 is known as a federal highway with an accumulation of serious accidents. From 2006 to 2015, there were 2,135 recorded by the police and fire brigade and reported accidents with 1,489 people killed and 47 killed. Although fewer accidents with personal injury occurred on the B 30 than the national and state average during this period, the number of accidents with serious personal injury was above average. Overall, there were around 65% more fatal accidents between Ulm and Friedrichshafen than on other federal highways in Germany. On the undeveloped sections, 111% and between Baindt and Biberach / Riß 188% more fatal accidents than the national average.

history

Roman road

The Romans already built a road that led via Lindau, Ravensburg, Weingarten, Baienfurt and Bad Waldsee to the Danube fort Riississen. The road ran through bog and marshland and was six to ten meters wide. It was the only paved road in a wide area. After the retreat of the Romans, the road fell into disrepair and was built over with new routes in later years.

State and Post Road

Due to the historical traffic connections, the later Württemberg State Road 49 was already a busy road in the 18th century. It was at the same time a state and post road, on which both the authorities and express coaches ran and was the north-south connection to Switzerland and Italy. Major repairs were necessary early on. The first goes back to 1893-1908 and concerned the markings Gaisbeuren, Oberessendorf, Mattenhaus, Schellenberg, Steinach and Waldsee. In 1926 it was included in the first category of the preliminary draft for the planned German motor vehicle road network. A lot has been invested across the board.

Fernverkehrs- and Reichstrasse

Later, when the numbering of the road system was introduced in 1932, Staatsstraße 49 was designated as Fernverkehrsstraße 30 (FVS 30), and in 1934 it was renamed Reichsstraße 30 (R 30) and taken over by the Reichsstraße Administration.

Planning of the first bypass roads

A bypass road for Ravensburg was planned as early as 1936, but was not built due to the Second World War . The plans for the Bad Waldsee and Unteressendorf bypass go back to 1930.

Planning after the Second World War

At the beginning of 1950, after the war, planning was resumed and the road, now run as Bundesstraße 30, was included in the “ten-year plan”. In 1956, the first section of the B 30 from Gaisbeuren to Baindt was expanded to a length of 7 km and a lane width of 7.5 meters. In 1957, federal highway 30 was included in the “Blue Network” in the expansion plan for federal trunk roads. As one of the first applications in 1958, the municipality of Gaisbeuren applied for the establishment of a route for a bypass for the places Gaisbeuren and Enzisreute as part of the land consolidation, which, however, was rejected by the authorities. In 1961 the two-lane bypass around Bad Waldsee was completed. From 1965 to 1967, the two-lane new building between Unteressendorf and Biberach followed as bypasses of Hochdorf, Schweinhausen, Appendorf, Rißegg-Halde and Ummendorf. Also in 1967 the new construction of the B 30 from Achstetten via Laupheim to Äpfingen-Nord was completed. From Achstetten to Laupheim, the B 30 has already been completed similar to a motorway over a length of 2.4 km; from Laupheim to Äpfingen-Nord it has two lanes. In 1969, the new two-lane construction from Ulm-Wiblingen (Kastbrücke) to Achstetten was completed.

Planning of a motorway-like road connection from Günzburg to Friedrichshafen

From 1969, the Federal Transport Minister Georg Leber determined the route for a new motorway-like road connection from Bubesheim near Günzburg via Ulm, Biberach / Riss and Ravensburg to Friedrichshafen. In the course of this, the federal highways 10 and 30 were to be rebuilt and expanded in a manner similar to a motorway.

First requirement plan for the federal trunk roads

In the requirement plan of the law on the expansion of federal highways in the years 1971 to 1985 of June 30, 1971, the planning of 1969 was included as a long-term goal. However, with different urgency.

Until 1990, the planning (urgency level I) provided for a motorway-like new construction and expansion of the B 30 from the A 24 (today A 7) south of Nersingen via Ulm to Ummendorf and from north Baindt to Friedrichshafen. From Unteressendorf (meaning the end of the expansion at the southern junction Hochdorf) to north of Baindt, the construction of a first two-lane carriageway was initially planned. A bypass should be created for all locations that have not yet received a bypass on the B 30. It was also planned to move it near Unteressendorf.

In a second step from 1990 (urgency level II), a new motorway-like construction of the B 10 was planned from the A 21 (today A 8) near Bubesheim near Günzburg to the B 30 new on the A 24 (today A 7) south of Nersingen.

In a third step (urgency level III), a second lane should be built on the newly built B 30 from Ummendorf to north of Baindt, so that a continuous motorway-like connection is created from the A 21 (now A 8) near Günzburg to Friedrichshafen.

B 30 becomes A 89

With the implementation of the renumbering of the German federal autobahn network, the new autobahn-like planned road connection from Günzburg via Ulm and Ravensburg to Friedrichshafen was named "Bundesautobahn 89" on January 1, 1975.

1976 began with the construction of the federal highway 89 near Ulm. In 1978, the first 2.7 km long route section between Äpfingen-Nord and Biberach-Nord, built as the A 89, was opened to traffic. In 1979 the A 89 from Ulm to Achstetten and Biberach-Nord to Biberach-Jordanbad was under construction.

Second requirement plan for the federal highways

With the "Law to amend the law on the expansion of federal trunk roads from 1971 to 1985" of August 5, 1976, the implementation of individual sections was postponed.

What was new was the graduation of the construction of the first carriageway from Unteressendorf (meaning the end of the expansion at the southern junction of Hochdorf) to Enzisreute by one level in urgency. The construction should only take place after the expansion / new construction from Ulm to Biberach / Riß and Enzisreute to Friedrichshafen.

Third requirement plan for the federal trunk roads - abandonment of the A 89

With the Federal Transport Infrastructure Plan 1980 came the end of the A 89. The Federal Transport Infrastructure Plan 1980 provided for the continuation of the Federal Highway 89 as Federal Highway 30.

Based on the Federal Transport Infrastructure Plan 1980, on August 25, 1980, the “Second Act to Change the Law on the Expansion of Federal Highways in the Years 1971 to 1985” came into force. The end of the federal autobahn 89 was finally sealed: the planning was continued as a new section and section of the B 30. However, only from the A 7 south of Nersingen via Ulm and Ravensburg to Friedrichshafen.

Also new is the deletion of all bypasses from Biberach / Riß to north of Baindt. Instead, it should be expanded in a way similar to a motorway through the villages of Schneiderbenes, Hebershaus, Englerts, Mattenhaus, Gaisbeuren and Enzisreute. However, there was little need for these plans, so no planning was done. From Eschach to Friedrichshafen, instead of a new motorway-like building, only a two-lane bypass was planned.

Release of the last sections built as A 89

In 1980 the 11.5 km long motorway-like section from Wiblingen to Achstetten was opened to traffic. The section from Wiblingen to the Neu-Ulm motorway triangle was also completed in 1980, although it was not passable until 1981 when the Neu-Ulm motorway triangle was completed. Also in 1981 the 7.9 km long motorway-like construction of the federal highway 30 between Biberach-Nord and Biberach-Jordanbad was completed and construction of the Ravensburg bypass began.

After the planning was given up as federal highway 89, the planning progressed only slowly.

Fourth requirement plan for the federal trunk roads

On the basis of the Federal Transport Infrastructure Plan 1985, on April 21, 1986, the “Third Act to Amend the Act on the Extension of Federal Highways” came into force.

It was also planned to build new sections and sections of the B 30, but now only from Neu-Ulm to Friedrichshafen. The section from the A 7 south of Nersingen to the Neu-Ulm motorway junction has been canceled without replacement. In addition, the priority was withdrawn for the new construction from Eschach to Friedrichshafen.

Furthermore, a motorway-like expansion through the villages of Schneiderbenes, Hebershaus, Englerts, Mattenhaus, Gaisbeuren and Enzisreute is planned. However, only a small need is shown for these plans, so that no planning was carried out.

The plans from Laupheim to Baltringen (two-lane expansion) and Baindt to Eschach (Ravensburg bypass), however, were continued.

Completion from Ulm to Biberach

In 1990 the approximately ten kilometer long second carriageway between Biberach-Nord and Achstetten was completed. From now on, the B 30 from the Neu-Ulm motorway triangle to Biberach / Jordanbad was consistently passable like a motorway.

Fifth requirement plan for the federal trunk roads

On the basis of the Federal Transport Infrastructure Plan 1992, on November 15, 1993, the “Fourth Act to Amend the Highway Extension Act” came into force. A section and section of the new B 30 is also planned.

What is new is the upgrading of the motorway-like expansion of the Bad Waldsee bypass to priority needs. The planning now concentrated on the motorway-like expansion of the Bad Waldsee bypass and the Ravensburg bypass.

Savings due to the reunification of Germany

After the abandonment of the Federal Highway 89, considerable savings were made again due to the reunification of Germany.

In 1998 the fourth construction phase (BA IV) of the Ravensburg bypass was privately financed and opened to traffic on September 3, 2001. From now on, the B 30 from Ulm to Ravensburg was completely free of local traffic, except for the Gaisbeuren and Enzisreute through-roads.

On July 12, 1999, the preliminary draft for the motorway-like expansion of the Bad Waldsee bypass was approved. According to the legal situation at the time, there was building law. In 2000, however, this expansion of the B 30 near Bad Waldsee was deleted from the special expansion program for the federal trunk roads without replacement.

Sixth requirement plan for the federal trunk roads

On the basis of the Federal Transport Infrastructure Plan 2003, the “Fifth Act to Amend the Highway Extension Act” came into force on October 4, 2004. It was also planned to rebuild the B 30 in sections and in sections.

What was new was the upgrading of the new construction and expansion projects in the course of the B 30, partly in terms of scope and urgency, as well as the implementation of significant improvements.

The motorway-like expansion through the towns of Hebershaus, Schneiderbenes, Englerts, Mattenhaus, Gaisbeuren and Enzisreute is abandoned. Instead, new routes are planned around the locations. The extension of the B 30 from the Neu-Ulm motorway triangle to the north of Neu-Ulm will be started as the "B 10 Südosttangente Neu-Ulm". The upgrading from Ravensburg-Eschach to Friedrichshafen is also new, both in terms of the project layout (2-lane, 4-lane instead of 1-lane, 2-lane) and urgency ("urgent need" instead of "additional need"). For the two-lane expansion of the Bad Waldsee bypass, on the other hand, the planning right is withdrawn and downgraded to “additional requirements”.

At the request of the Biberach district council, all sections of the B 30 in the Biberach district were only included in the “additional requirements” and preference was given to the B 312 from Biberach to Berkheim with the Ringschnait, Ochsenhausen and Edenbachen bypasses. The federal bill, however, provided for the "urgent need" for the B 30.

The urgent need was also rejected in the Ravensburg district. At the request of the municipalities in the Ravensburg district, only the completion of the Ravensburg bypass with the "B 30-Süd" from Ravensburg-Süd to Eschach was included in the "urgent need". The new construction of the B 30 from Oberessendorf to Bad Waldsee-Nord, the expansion of the Bad Waldsee bypass and the Gaisbeuren and Enzisreute bypasses were supported for reasons of solidarity in favor of the projects “Closing the gap A 96 Leutkirch-Wangen”, “B 12 Isny bypass”, “ B 32 Geiselharz bypass "postponed and only included in" Additional requirements ".

The planning now concentrated on the completion of the Ravensburg bypass and the further construction from Ravensburg-Eschach to Friedrichshafen.

Start of construction "B 30-Süd"

On July 3, 2013, construction began on the "B 30-Süd". This last construction phase VI of the Ravensburg bypass (B 30 Baindt (Egelsee) - Ravensburg-Eschach) was opened to traffic on December 2, 2019.

Project registration for the Federal Transport Infrastructure Plan 2030

As part of the project registration of the federal states for the Federal Transport Infrastructure Plan 2030 , the Baden-Württemberg Ministry of Transport and Infrastructure, led by Bündnis 90 / Die Grünen, created a registration list prioritized according to “state criteria” in November 2013.

According to the state list, the two-lane expansion of the B 30 from Hochdorf to Bad Waldsee is no longer necessary. The state saw no need for traffic to expand the Bad Waldsee bypass. Instead, on the section from Bad Waldsee-Nord to Hochdorf, a three-lane expansion between the locations is sought. The section from Ravensburg-Süd to Ravensburg-Eschach ("B 30-Süd"), which was under construction at that time, was also not reported to the federal government, but was considered by the federal government as an "ongoing project".

The state primarily announced the two-lane expansion from Biberach / Jordanbad to Hochdorf and Ravensburg-Eschach to Friedrichshafen. The Gaisbeuren and Enzisreute bypasses were registered as subordinate. The Gaisbeuren and Enzisreute through-roads were at this point in time the most heavily used of all federal road projects in the state, with around 22,700 vehicles per working day as of 2010, including around 2,000 trucks. Here, however, the country sometimes saw the lowest demand in the country.

Seventh requirement plan for the federal trunk roads

On the basis of the Federal Transport Infrastructure Plan 2030, the “Sixth Act to Amend the Highway Expansion Act” came into force on December 31, 2016. It was also planned to build new sections and sections of the B 30. However, only from Biberach an der Riß to Hochdorf, Bad Waldsee to the north of Baindt and Ravensburg to Friedrichshafen.

New was both the revaluation and devaluation of individual new and expansion projects in the course of the B 30, especially in terms of urgency.

What is new is the upgrading from Biberach an der Riß to Hochdorf and Bad Waldsee to north of Baindt in terms of urgency (“urgent need” instead of “further need”). The new construction and expansion of the section from Hochdorf to Bad Waldsee is abandoned because it was rejected by the green-red state government.

The planning now concentrated on the completion of the Ravensburg bypass, the further construction from Ravensburg-Eschach to Friedrichshafen, the expansion from Biberach an der Riß to Hochdorf and the Gaisbeuren and Enzisreute bypasses, the latter being the joint project "Enzisreute-Gaisbeuren" covering the expansion gap to the north from Baindt to Bad Waldsee should close.

particularities

The federal highway 30 replaces the abandoned A 89 and is made up of it on the motorway-like sections. Direct evidence of this is still available today between Wiblingen and the Neu-Ulm motorway triangle , where the B 30 is signposted as a motorway and ends at a motorway triangle.

The fact that Bundesstraße 30 was originally planned as the A 89 became apparent until 2012 in the south of Biberach. Since there is no lane here, the Biberach- Jordanbad junction was adapted so that the driveway in the direction of Ravensburg was made with a left-hand bend at a 90-degree angle. The piece after the bend and before the junction with the federal highway corresponded exactly to the width of a one-way lane of motorways. With the three-lane expansion of the section from Biberach / Jordanbad to the northern Rißbrücke near Appendorf, the driveway was rebuilt in 2012/2013.

Expansion plans

Since 1969, the road construction administration's long-term goal has been the motorway-like expansion of federal highway 30 from Ulm to Friedrichshafen . From 1967 to the present day, 59.2 km out of 102 km have been upgraded to resemble a motorway.

The distant future of the complete expansion shows that currently only the sections Biberach an der Riss-Hochdorf, Bad Waldsee-north of Baindt - with the bypasses Gaisbeuren and Enzisreute as well as Ravensburg- Süd-Friedrichshafen are in the "urgent need" of the currently valid one Requirements plan 2016 for the federal trunk roads, while the section Hochdorf – Bad Waldsee was given up at the urging of the green-red led state government (2011-2016).

Expansion: Biberach-Jordanbad-Hochdorf

When registering for the Federal Transport Infrastructure Plan 2030 for an expansion from Biberach-Jordanbad to Hochdorf, the green-red state government of Baden-Württemberg initially saw no need for traffic and did not include the project in the registration list. Only after protests by the population and a petition submitted to the state parliament of Baden-Württemberg in August 2013 by the "Initiative B 30" was a reaction: a report commissioned by the state government confirmed, contrary to the state's expectations, that there was a need for expansion. The expansion of the B 30 from Biberach-Jordanbad to Hochdorf was therefore subsequently added to the registration list for the Federal Transport Infrastructure Plan 2030.

The current 2016 requirement plan for the federal trunk roads emerged from the Federal Transport Infrastructure Plan 2030. This is where the route section is in urgent need - the highest urgency. The green-black state government has not yet started planning. Since the state does not have enough planning staff, State Transport Minister Winfried Hermann (Bündnis 90 / Die Grünen) intends to prioritize according to "state criteria" by autumn 2017. The priority list that has been drawn up is to be used to plan the country's projects as soon as planning capacities become free. A concept of how the current demand plan can be implemented by 2030 is not being pursued.

Extension / new construction: Hochdorf – Bad Waldsee-Nord

The section from Hochdorf to Bad Waldsee-Nord is not included in the current 2016 requirement plan for the federal trunk roads. Accordingly, there is generally no need for expansion and new construction with bypassing the local locations. The project was still included in all previous requirement plans.

The state government of Baden-Wuerttemberg saw no need for traffic when registering for the Federal Transport Infrastructure Plan 2030 and did not register the project with the federal government. In a petition to the state parliament of Baden-Württemberg in 2013, the "Initiative B 30" requested registration for the Federal Transport Infrastructure Plan 2030. The petition at the end of 2014 was not remedied on this point. The rapporteur responsible for the petition, Manfred Lucha (Bündnis 90 / Die Grünen), saw no need for traffic and referred to an expert report by the state that a directive-compliant three-lane expansion in RQ 15.5 outside the local area would be sufficient. The locations are not taken into account in the designated report. Instead of a two-lane extension and new building with bypassing the local locations, the state government referred to a three-lane extension between the locations in sections. The future situation and the location were not taken into account. In view of the current personnel situation in the country, a three-lane expansion between the locations is also unlikely.

Expansion: Bad Waldsee-Nord – Bad Waldsee (Urbach Viaduct)

The construction of the second carriageway for the Bad Waldsee bypass was downgraded to “additional requirements” despite the preliminary draft approved on July 12, 1999 in the Federal Transport Infrastructure Plan 2003. While the expansion was still included in the 2004 requirement plan for the federal trunk roads, the expansion is no longer included in the current 2016 requirement plan for the federal trunk roads. Accordingly, there is generally no need for a two-lane expansion. The already fully worked out planning is statute-barred.

The state of Baden-Württemberg is currently only planning new junctions for the L 300 and L 316 with the B 30 near Bad Waldsee. Objections were raised against this planning by a nature conservation association.

When registering the project for the Federal Transport Infrastructure Plan 2030 for an expansion of the Bad Waldsee bypass, the state government of Baden-Wuerttemberg did not see any need for traffic and did not register the project with the federal government. In a petition to the state parliament of Baden-Württemberg in 2013, the "Initiative B 30" requested registration for the Federal Transport Infrastructure Plan 2030. The petition at the end of 2014 was not remedied on this point. The rapporteur responsible for the petition, Manfred Lucha (Bündnis 90 / Die Grünen), saw no need and relied on an expert report by the state, according to which an expansion of the Bad Waldsee bypass would probably not be necessary by 2030. The future situation after 2030 was not taken into account.

Extension and new construction: Bad Waldsee – Baindt

Since 2001, the Bad Waldsee - Baindt section has been the last real through-roads of the federal highway 30 between Ulm and Ravensburg. Despite a traffic load that has been above average for decades, the expansion with new buildings around the towns of Gaisbeuren and Enzisreute was in "further demand" for a long time. In the current 2016 requirement plan for the federal highways, the "Enzisreute-Gaisbeuren" project is for the first time in the "urgent requirement" - the highest priority.

The "Enzisreute-Gaisbeuren" project is not primarily intended to simply bypass villages. Rather, it is an expansion of the section from the currently existing expansion end north of Baindt to the Urbach Viaduct near Bad Waldsee. Overall, the project eliminates a serious bottleneck and accident hotspot in the state north-south main axis from Ulm to Lake Constance.

As early as 1958, the former municipality of Gaisbeuren submitted an application to bypass the places Gaisbeuren and Enzisreute. The planning never started. In 2013, the city of Bad Waldsee intended for the first time to enter free access routes for the Gaisbeuren and Enzisreute bypasses in the zoning plan. This should contribute to the fact that the bypasses in the Federal Transport Infrastructure Plan 2030 are upgraded to “urgent need”.

In the run-up to and in the context of the project registration of the state of Baden-Württemberg for the Federal Transport Infrastructure Plan 2030, a broad front was formed for the implementation of these plans for the first time in the years 2010–2014. This front includes, among other things, the responsible state and federal politicians (with the exception of Bündnis 90 / Die Grünen) as well as the Baden-Württemberg Chamber of Industry and Commerce, the Baden-Württemberg district assembly, the Bodensee-Oberschwaben regional association, the mayors in the Ravensburg district, the Biberach and Ravensburg district councils, the Biberach and Ravensburg CDU district councils and the Ravensburg SPD district council. In addition, the implementation is largely supported by chambers and cities from Ulm to Friedrichshafen.

However, the Baden-Württemberg state government classified the Gaisbeuren bypass and Enzisreute bypass projects as far secondary in 2013 and registered both projects with the federal government in November 2013 as individual projects. The Federal Ministry of Transport and Digital Infrastructure responded in September 2014 by dividing all projects registered as axes for the project evaluation of the Federal Transport Infrastructure Plan 2030 into individual projects and later merging them again. Finally, the federal government has combined both projects in the Federal Transport Infrastructure Plan 2030 into the "B 030 Enzisreute-Gaisbeuren" project. The German Bundestag confirms this with the 2016 requirement plan for the federal highways. The sub-projects "Gaisbeuren bypass" and "Enzisreute bypass" are listed for information in the current 2016 requirement plan for the federal highways.

Although the project is listed in the "urgent need" - the highest urgency - the green-black state government has not yet started planning. Since the state does not have enough planning staff, State Transport Minister Winfried Hermann (Bündnis 90 / Die Grünen) intends to prioritize according to "state criteria" by autumn 2017. The priority list is to be used to plan the country's projects as soon as planning capacities become free. The sub-projects that are only listed for information purposes should be prioritized individually. Although these sub-projects have not been fully evaluated by the federal government, the incomplete and lower evaluation results compared to the main project "B 030 Enzisreute-Gaisbeuren" are to be used as a decisive factor in the prioritization of the state.

Expansion: Ravensburg-Süd – Eschach (B 30-Süd)

Groundbreaking for the "B 30-Süd" on July 3, 2013

The Ravensburg-Süd – Eschach section is included in the current 2016 requirement plan for the federal highways as a project "B 030 OU Ravensburg / Eschach Baindt" in the urgency category "Ongoing and permanently scheduled". These are priority measures that will be completed or implemented as quickly as possible.

The Ravensburg- South- Untereschach section has been legally approved since February 23, 2006 . However, due to the underfunding of federal trunk road construction in Germany, construction could not begin immediately. As preparatory work was started at the beginning of 2007 south of Ravensburg with the relocation of the Schussen , almost into its old river bed, and completed in April 2007. This was necessary in order to avoid expensive and long-span bridges when building further south. In addition, a gas pipeline was laid and the first embankments began in 2010 in connection with the dismantling of the old B 30 near Baindt. On July 3, 2013, construction actually began with the groundbreaking ceremony.

The "B 30-Süd" was built in three construction phases:

Construction phase 1 (BA 1): B 30 new from AS Ravensburg-Süd to the new AS Karrer / Oberzell to be built
Construction phase 2 (BA 2): B 30 new from AS Karrer / Oberzell to B 30 old west of Untereschach
Construction phase 3 (BA 3): B 467 new from B 30 old to B 467 near Hegenberg

Construction started with BA 2, as there is already a reduction in traffic on the K 7981 in the Untereschach area. The BA 2 was opened in October 2018. BA 1 and BA 3 were then implemented, and were opened to traffic on December 2, 2019. The complete completion of the “B 30-Süd” including planting, compensation and demolition measures is expected in early 2020.

Expansion: Eschach – Friedrichshafen

Status of planning

The section Eschach – Friedrichshafen is in the current requirement plan 2016 for the federal highways as project "B 030 Friedrichshafen (B 31) - Ravensburg / Eschach" in the "urgent need". These are priority measures that should be completed or at least under construction by 2030. The project is currently being planned and is in the preliminary planning stage. The planning is currently being accompanied by a project-accompanying working group at the level of line-finding. a. made up of representatives of the road construction administration, the commissioned expert appraisers, the bodies responsible for public affairs, the nature conservation associations and the affected communities as well as representatives of the local citizens' initiatives.

Planning case 7

In addition to bypassing the locations from Meckenbeuren to Friedrichshafen, the aim of the planning is to create a new bundling axis for traffic in the northern Lake Constance area. The so-called planning case 7 aims to bundle the traffic in the northern Lake Constance area on a common axis of the B 30 new and B 31 new and thus relieve the B 30 old, B 31 old, B 33 and B 467. The B 467 Tettnang crossbar is part of this plan.

The B 30 new Ravensburg - Friedrichshafen and B 31 new Meersburg - Friedrichshafen represent the new bundling axes. The B 467 is to be relieved in the section Tettnang - Ravensburg. Langentrog and Liebenau would benefit from this. The new B 30, together with the B 31, has a new central bundling function in the northern Lake Constance area - in the Ravensburg - Tettnang - Meckenbeuren - Friedrichshafen - Markdorf triangle. In the planning of the east bypass at Meckenbeuren, new in the course of the B 30, the B 467 Tettnang crossbar is integrated; in other planned cases it is also added.

Pre-planning / route finding

Since 1969, finding the route in the Meckenbeuren area has been difficult. On the one hand, the B 30 in the area of Meckenbeuren can either only be passed through relatively densely populated areas or high-quality natural spaces with a high recreational function. There are often protests from citizens and environmental groups. In 1969 an east bypass was planned using the B 467 to Tettnang. In 1998 the decision was made to bypass the western bypass through the Brochenzeller Forest. Due to changes in nature conservation law in 2007, the entire planning was re-examined. The previous commitment to the western bypass was thus discarded. As part of this, in 2014 the “Central Corridor” was introduced as a supplement. The “central corridor” represents a consensus variant. A west and east variant as well as the “central corridor” are currently being discussed.

The "Corridor Middle" led to considerable protests from the start and was ultimately rejected unanimously by the Meckenbeuren community. The majority of the municipality of Meckenbeuren supported the western variant in 2017 in combination with a bypass of Liebenau and Querspange Tettnang as part of the B 467. The municipality had independently commissioned an expert opinion to make a decision, but not the investigations and results of the responsible planning authority, the regional council Tübingen, waited. In January 2019, the Tübingen regional council announced that it would continue planning based on the eastern bypass.

Start of construction and completion

According to the list of priorities of the Baden-Württemberg state government, the start of construction on the Eschach– Friedrichshafen section was planned for 2015 to 2025 from 2007. The plan was to be approved by 2014. As things stand today (2017), the planning approval can be expected in the middle of the next decade at the earliest and construction will start even later. Lawsuits are likely to lead to further delays.

Development since 1990

As a result of the expansion of the road network in the new federal states, the funds for transport projects in Baden-Württemberg were cut sharply from 1990 onwards. Over the years there has been a lot of catching up to do. At times, the funds were no longer sufficient for maintenance work, so that here too there was considerable pent-up demand.

Since 2009, the federal government has continuously made significantly more funds available. After the investment backlog that had built up could only be worked off slowly at first, the country has not had any planned projects since 2016. The planning of new projects is naturally slow. Due to a lack of staff, the Baden-Württemberg road construction administration has not been able to start new planning since 2017.

Initiatives from the population criticize the short-sighted transport policy of the state government, which has been causing problems for many years.

Web links

Commons : Bundesstrasse 30 - Collection of pictures, videos and audio files

Individual evidence

↑ Biberach – Baindt and Ravensburg – Friedrichshafen in two stripes

↑ http://www.b30-oberschwaben.de/html/ak_nersingen.html accessed on April 1, 2017

↑ http://www.b30-oberschwaben.de/html/streckenpfad.html accessed on March 18, 2015

↑ http://www.b30-oberschwaben.de/html/bc__sud__-_hochdorf.html accessed on March 18, 2015

↑ http://www.b30-oberschwaben.de/html/hochdorf_-_oessendrf_.html accessed on March 18, 2015

↑ Confirmed by the Federal Ministry of Transport, Building and Urban Development, letter of April 21, 2009, AZ S 22 / 72131.1 / 1030/1013624

↑ Confirmed by the manual road traffic censuses 2005 and 2010: Archive link ( Memento from June 3, 2012 in the Internet Archive ), http://www.b30-oberschwaben.de/scripts/DTVArchiveSearch.php?search=&mode=0&country=alle&road=B&priority = & year = 2010 & ItemsPerPage = 175 & Page = 1 & globalfbvwppt = all & globalfbvwpst = all & allfdtv = DTV & allfdtvcm =% 3D & allfr = B-rank & allfrc = L-rank & allfrccm =% 3D & allfrcm =% 3D & allfsv = SV & allfsvcm =% 3D & sort = 13 . Retrieved March 10, 2013

↑ ^a ^b Archive link ( memento of April 2, 2015 in the Internet Archive ) accessed on March 18, 2015

↑ http://svz-bw.de/bundesweit_zaehler.html accessed on March 18, 2015

↑ ^a ^{b Significance of} traffic documented by the traffic development plan 2025 of the city of Bad Waldsee http://www.bad-waldsee.de/verkehrsentwicklungsplan.html as well as proof calculations according to the guidelines for integrated network design (RIN): http://www.b30neu.de/ proof-of-the-b30-as-main-axis.html . Retrieved March 10, 2013.

^ According to the Baden-Württemberg Ministry of Transport and Infrastructure: Toll evasive traffic ( memento from May 23, 2011 in the Internet Archive ). Retrieved March 10, 2013.

^ Report on the shift of traffic to the downstream road network as a result of the introduction of the truck toll from November 30, 2016: http://dip21.bundestag.de/dip21/btd/18/105/1810567.pdf . Retrieved April 2, 2017.

↑ Investigation as part of the preparation of the Federal Transport Infrastructure Plan 2003 on behalf of the Federal Ministry of Transport, Building and Housing. http://www.b30neu.de/oekonomische-schaeden.html . Further confirmed by the traffic development plan of the city of Bad Waldsee (2010) http://b30neu.de/vep-bad-waldsee.html and the traffic study east of the regional association Bodensee-Oberschwaben (2009) http://b30neu.de/verkehrsstudie- ost.html .

↑ RAL - guidelines for the layout of country roads, ISBN 978-3-86446-039-5 , http://www.fgsv-verlag.de/catalog/product_info.php?products_id=3206

↑ http://www.b30-oberschwaben.de/html/uberlast.html . See also HBS http://www.fgsv-verlag.de/catalog/product_info.php?products_id=945 and HCM archive link ( Memento from February 7, 2012 in the Internet Archive ).

↑ Report "Federal Transport Infrastructure Plan 2015 - Feasibility and Effectiveness of Interim Solutions - Brilon, Bonzio, Weiser Ingenieursgesellschaft für Verkehrwesen Bochum" 2013 in cooperation with the Chair for Transport at the Ruhr University Bochum Archive link ( Memento from April 2, 2015 in the Internet Archive ) accessed on 18 March 2015

↑ http://www.b30-oberschwaben.de/html/uberlast.html

↑ http://www.b30-oberschwaben.de/html/tabelle.html

↑ http://www.b30-oberschwaben.de/html/vergleiche_umgehungen.html

↑ http://www.b30neu.de/?id=73&newsid=125&mode=singleview , http://www.b30neu.de/?id=73&newsid=81&mode=singleview

↑ A continuous traffic jam count is available at http://www.b30-oberschwaben.de/scripts/TrafficInfoStatistic.php?year=Alle&road=B30&mode=forec&country=Alle&roadtype=Alle&stat=Alle&forec= . It should be noted that the results presented here usually only cover partial sections and are also divided into different directions.

↑ http://www.b30neu.de/unfaelle.html , http://www.b30-oberschwaben.de/html/statistik.html

↑ Brochure “Ravensburg bypass, Weingarten, Baienfurt, Baindt - Egelsee-Niederbiegen”, page 6, published in September 2001 by the former Ravensburg Road Construction Office (today Section 47.3 of the Tübingen Regional Council).

↑ Brochure “Ravensburg bypass, Weingarten, Baienfurt, Baindt - Egelsee-Niederbiegen”, pages 7–9, published in September 2001 by the former Ravensburg Road Construction Office (today Section 47.3 of the Tübingen Regional Council). As well as according to documents from the Baden-Württemberg State Archives.

↑ Brochure “Ravensburg bypass, Weingarten, Baienfurt, Baindt - Egelsee-Niederbiegen”, page 9, published in September 2001 by the former Ravensburg Road Construction Office (today Section 47.3 of the Tübingen Regional Council).

↑ Brochure “Ravensburg bypass, Weingarten, Baienfurt, Baindt - Egelsee-Niederbiegen”, page 9, published in September 2001 by the former Ravensburg Road Construction Office (today Section 47.3 of the Tübingen Regional Council). As well as according to documents from the Baden-Württemberg State Archives.

↑ Brochure “Ravensburg bypass, Weingarten, Baienfurt, Baindt - Egelsee-Niederbiegen”, pages 6–9, published in September 2001 by the former Ravensburg Road Construction Office (today Section 47.3 of the Tübingen Regional Council). Status: March 10, 2013. As well as according to documents from the Baden-Württemberg State Archives. Federal Law Gazette, year 1957, Part I, p. 1189, expansion plan for the federal highways. Prepared by the Federal Minister of Transport. Bundesdruckerei, Bonn 1957, Annex 1

↑ Brochure “Ravensburg bypass, Weingarten, Baienfurt, Baindt - Egelsee-Niederbiegen”, page 10, published in September 2001 by the former Ravensburg Road Construction Office (today Section 47.3 of the Tübingen Regional Council).

↑ Federal Law Gazette 1971, Part I, p. 873

^ Structure and numbering of the federal motorways. Planned overall network. Federal Minister of Transport, Road Construction Department, June 15, 1974.

↑ ^a ^b German Bundestag, information from the federal government: Road construction report 1976: http://dip21.bundestag.de/dip21/btd/08/007/0800713.pdf , road construction report 1977: http://dip21.bundestag.de/dip21 /btd/08/020/0802017.pdf , road construction report 1978: http://dip21.bundestag.de/dip21/btd/08/031/0803116.pdf , road construction report 1979: http://dip21.bundestag.de/dip21 /btd/08/041/0804129.pdf . Retrieved March 10, 2013.

↑ ^a ^b Network of federal motorways and federal highways. Status January 1, 1976. Federal Minister of Transport, Road Construction Department, accessed on March 31, 2013 (map excerpt).

↑ Federal Law Gazette, 1976, Part I, p. 2093

↑ ^a ^b Federal Law Gazette 1980, Part I, p. 1614

^ Federal Law Gazette 1986, Part I, p. 557

↑ German Bundestag, information from the Federal Government: Road Construction Report 1990: http://www.landtag.nrw.de/portal/WWW/dokumentenarchiv/Dokument/BAD12-2113.pdf?von=00000&bis=00000 , accessed on March 10, 2013 .

↑ Federal Law Gazette 1993, Part I, p. 1877

↑ http://www.b30-oberschwaben.de/html/neubau_der_b_30__a_89_.html as well as press reports in the Schwäbische Zeitung, issue Bad Waldsee

↑ Federal Law Gazette 2004, Part I, p. 2574

^ Report of the meeting of the 25th meeting of the Biberach district council on April 4, 2003

↑ According to information from MdL Paul Locherer (CDU) during an on-site visit on January 10, 2013 in Gaisbeuren and MdB Dr. Andreas Schockenhoff (CDU) and MdL Rudolf Köberle (CDU) during an on-site visit on November 14, 2014 in Gaisbeuren.

↑ ^a ^b http://www.b30-oberschwaben.de/html/geschichte_2010_-_2019.html

↑ The new B30 passes the bobby cart test - for bobby cars since Saturday and for traffic from Monday. In: schwaebische.de. Retrieved December 2, 2019 .

↑ Archive link ( memento of April 2, 2015 in the Internet Archive ) accessed on March 17, 2015

^ Petition of the "Initiative B 30" http://www.b30neu.de/petition-2013-08-15.html accessed on March 17, 2015

↑ http://www.b30-oberschwaben.de/html/bc__sud__-_hochdorf.html

↑ ^a ^b ^c Archive link ( memento of April 2, 2015 in the Internet Archive ) accessed on March 18, 2015

↑ http://www.b30neu.de/petition-2013-08-15.html accessed on March 18, 2015

↑ ^a ^b https://vm.baden-wuerttemberg.de/de/ministerium/presse/pressemitteilung/pid/wie-das-land-die-projekte-des-bundesverkehrswegeplans-realisiert/ accessed on April 2, 2017

↑ https://www.landtag-bw.de/files/live/sites/LTBW/files/dokumente/WP15/Drucksachen/6000/15_6173_D.pdf accessed on April 2, 2017

↑ According to information from the Mayor of Bad Waldsee, Roland Weinschenk, at a meeting of the Committee for Environment and Technology in 2013, both connections to the B 30 (L 300 and L 316) are planned. The city of Bad Waldsee grants access to the protocol.

↑ Official announcement of the city of Bad Waldsee: http://www.bad-waldsee.de/lesen-646/items/bekanntmachung-72.html . Accessed: March 10, 2013.

↑ Various press reports can be read at http://www.b30-oberschwaben.de/scripts/ArchiveSearch.php?Search=Waldseer+Erkl%E4rung&AntiDDOSAttackSecurityKey=%7B58435444-C2AB-4B38-9CE6-B9E5FC234Dext=SortDates&fearch=search=SortDatesCh . http://www.b30-oberschwaben.de/scripts/ArchiveSearch.php?Search=Anmeldung+2012&AntiDDOSAttackSecurityKey=phia58435444-C2AB-4B38-9CE6-B9E5FC234DD4 Genealogie&ChBSearchText=on&SortDESC=on&datesearch , http: //www.firbst30mode -oberschwaben.de/scripts/ArchiveSearch.php?Search=Anmeldung+2013&AntiDDOSAttackSecurityKey= Genealogie58435444-C2AB-4B38-9CE6-B9E5FC234DD4 Genealogie&ChBSearchText= on &SortDESC= on &datesearchmode=firstearchmode=first , accessed on March 18, 2015

↑ Various correspondence from "Initiative B 30". A summary of the results was published as a brochure: https://www.yumpu.com/document/view/37540167/position-zum-bundesverkehrswegeplan-2015 , accessed on March 18, 2015

↑ Preliminary project list of federal trunk roads from September 5, 2014 archive link ( memento from January 24, 2016 in the Internet Archive ) accessed on March 18, 2015

↑ RPTübingen B 30 Friedrichshafen (B 31) - Ravensburg / Eschach. In: rp.baden-wuerttemberg.de. Retrieved December 6, 2019 .

↑ http://www.schwaebische.de/region_artikel,-Scharfer-Gegenwind-fuer-B-30-Korridor-Mitte-_arid,10165228_toid,668.html

↑ Various press reports in the Schwäbische Zeitung 2014/2015

↑ Archived copy ( memento of April 3, 2017 in the Internet Archive ) accessed on April 2, 2017

↑ SWR Aktuell: New B30: Decision for east bypass. Retrieved May 6, 2019 .

↑ http://www.b30-oberschwaben.de/html/rv__eschach__-_fn.html

↑ https://rp.baden-wuerttemberg.de/rpt/Abt4/B30/Seiten/default.aspx accessed on April 2, 2017

↑ Bundestag printed matter 12/267, 12/8431, 13/2980, 15/116, 16/4717, 17/402

↑ https://vm.baden-wuerttemberg.de/de/politik-zukunft/verkehrsinfrastructure/bundesverkehrswegeplan/bundesfernstrasse-bvwp/ Retrieved on March 13, 2020

↑ http://www.b30neu.de/ Retrieved on March 13, 2020

[2] Urgent need

[3] No need

[4] Urgent need

[5] Urgent need

[1] Biberach – Baindt and Ravensburg – Friedrichshafen in two stripes

[6] ttp://www.b30-oberschwaben.de/html/ak_nersingen.html accessed on April 1, 2017

[7] ttp://www.b30-oberschwaben.de/html/streckenpfad.html accessed on March 18, 2015

[8] ttp://www.b30-oberschwaben.de/html/bc__sud__-_hochdorf.html accessed on March 18, 2015

[9] ttp://www.b30-oberschwaben.de/html/hochdorf_-_oessendrf_.html accessed on March 18, 2015

[10] Confirmed by the Federal Ministry of Transport, Building and Urban Development, letter of April 21, 2009, AZ S 22 / 72131.1 / 1030/1013624