Federal Transport Infrastructure Plan 1973

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The Federal Transport Infrastructure Plan 1973 (also Federal Transport Infrastructure Plan 1st stage ) was the first Federal Transport Infrastructure Plan in the Federal Republic of Germany . The plan is considered to be a key milestone for the introduction of high-speed rail traffic in Germany.

history

In February 1966, a group of members of the Bundestag led by Ernst Müller-Hermann suggested, among other things, that instead of the previously usual sectoral infrastructure planning, an integrated traffic route program for road, rail and ship traffic should be created.

In 1967, the then Federal Transport Minister Georg Leber presented his program for the recovery of the German transport system ("Leber Plan"). In it announced a coordinated federal transport infrastructure program in which rail, road, waterway and air traffic should be considered together. The aim was to better connect conurbations, industrial centers and ports, relieve the traffic routes in metropolitan areas, expand the sea access routes to the ports, promote the economically weaker areas, align the traffic situation with the reunification of Germany , and network the transport networks of the Federal Republic of Germany and its neighboring European countries more closely .

On April 4, 1968, the German Bundestag called on the federal government to submit the Federal Transport Infrastructure Program by October 1, 1968. Leber rejected this because of the great importance and the large investment sums. After the workload for the plan had been underestimated, at the end of 1969 the plan for "around 1972" was expected to be presented. A number of transport scientists were brought in to answer questions about transport policy.

The planning of the federal transport plan, begun in 1968 by a working group of the Federal Ministry of Transport, pursued the goal of coordinating the transport networks of road, rail and waterways and integrating them into an overall system. At the same time, the national economic needs should be coordinated with the available budget funds and assessed under macroeconomic aspects. The then German Federal Railroad set up a design and planning department on October 1, 1969. In 1970, the Deutsche Bundesbahn made its contribution to the expansion program for the Deutsche Bundesbahn network , which was largely taken into account in the 1973 Federal Transport Infrastructure Plan.

The Federal Transport Infrastructure Plan 1973 was published in October 1973. As a result of a changed energy policy and macroeconomic situation, a timely update of the Federal Transport Infrastructure Plan later became necessary. At the end of 1979 the Federal Transport Infrastructure Plan 1980 for the period 1981 to 1990 was adopted.

The share of investments for the Deutsche Bundesbahn in all transport investments in the Federal Republic of Germany increased from 6 percent (1972) to 21 percent (1978).

Financing needs and available funds

The comparison of the infrastructure measures required in the long term with the available financial resources showed a not inconsiderable discrepancy between financing requirements and financing options. For the period 1976–1985, the following figures were determined on the basis of medium-term financial planning :

Investments

(Billion DM)

total funding requirements

(Billion DM)

German Federal Railroad 46.0 62.7
Federal trunk roads 147.2 182.2
Federal waterways 12.0 18.4
Air traffic control and airports 3.1 6.3
total 208.3 269.6

Accordingly, there was a funding gap, the following options were considered to close it:

  • Increase in spending on federal transport routes, d. H. the state provision for traffic would have to be given a higher priority compared to all federal tasks,
  • Review of public infrastructure measures with the aim of deferring less urgent investments until after 1985.

German Federal Railroad

Seven new and eight upgraded lines were planned for the period from 1971 to 1985 in the area of ​​the Deutsche Bundesbahn . The total length of the new lines designed for 300 km / h was around 950 km, that of the upgraded lines was around 1250 km. A total investment of 31 billion D-Mark (around 16 billion euros, price as of 1973) was planned for federal railways .

The rail traffic part of the Federal Transport Infrastructure Plan 1973 included large parts of the expansion program for the network of the German Federal Railroad , which was decided in August 1970 by the board of directors of DB. In the planning period from 1971 to 1985, investments of 31 billion D-Marks were planned. In addition to measures for renovation, modernization and electrification, this plan had included seven new and nine upgraded routes. Building on this, a project group from the Federal Ministry of Transport presented the report “Investigation of investments in traffic routes in selected corridors in the Federal Republic of Germany” , which contained the four new lines included in the federal transport route plan. The four new lines are also included in the European infrastructure master plan presented by the UIC in 1973 .

The high-performance rapid-transit railway study , which was developed on behalf of the Federal Minister of Transport between 1969 and 1971, had a major influence on the development of a rail express system .

Planned new lines

The 1973 Federal Transport Infrastructure Plan provided for the following seven new line projects:

Planned expansion routes

The following expansion routes were planned:

All level crossings on the upgraded routes should be removed.

Update of the measures

On March 9, 1977, the Federal Cabinet approved the Coordinated Investment Program for Federal Transport Routes up to 1985 (KIP). In this update of the Federal Transport Infrastructure Plan of 1973, investments of 111 billion D-Marks were planned for the period from 1976 to 1985. The update took into account the changes in energy policy from 1973 onwards. ( 1973 oil crisis )

The prerequisite for inclusion in the package of measures was an economic benefit-cost ratio of 2.6 and a contribution to improving the economic results of the Federal Railroad. Based on these criteria, a series of proposals by the Federal Railroad resulted in two new construction projects ( Hanover – Würzburg and Mannheim – Stuttgart , a total of 430 km) and six expansion projects ( Hamburg – Münster , Hanover – Hamburg , Dortmund – Braunschweig, Frankfurt – Mannheim , Würzburg – Augsburg and Gießen - Friedberg , total 1083 km) were selected as projects with the highest cost-benefit factors. A total of 11.9 billion Deutschmarks (price status: 1975) were to be invested in these eight projects. The construction work on all six expansion lines started in 1977 and comprised around 300 individual measures to improve capacity and quality. The Cologne – Groß-Gerau route had been removed from the investigations after the Federal Ministry of Transport initially called for further solutions to improve the Frankfurt – Cologne route. (Another source speaks of 11.9 billion D-Marks for the two new lines alone)

By the end of 1981, of the 560 individual measures that were planned as part of the six expansion projects, 180 had been completed and 200 were under construction.

Federal trunk roads

Federal highways

The motorway numbers listed in the Federal Transport Infrastructure Plan 1973 correspond to the numbering of the German motorway network before 1974 .

Examples of particularly important motorway sections that were explicitly mentioned in the Federal Transport Infrastructure Plan of 1973 are the following new federal motorway sections :

New federal autobahn line from to Length (km)
A 107 Cloppenburg – Wilhelmshaven Junction Ahlhorner Heide Oldenburg (B 211) 43.0
A 107 Cloppenburg – Wilhelmshaven Varel (L 19) Wilhelmshaven 27.7
A Vogelfluglinie (Lübeck – Neustadt and then to Oldenburg) Lübeck Oldenburg 34.5
A 113 Bonn-Emden Solingen (A 11) Bottrop 50.0
A 113 Bonn-Emden western Papenburg Empty (B 70n) 35.0
A 73 Cologne – Olpe Bergneustadt Gerlingen (A 13) 22.3
A 13 Gießen – Aschaffenburg Giessen– (Gambach) Aschaffenburg 75.6
A 20 Heilbronn – Nuremberg Ansbach / South (B 13) Ansbach / West (B 14) 11.0
A 20 Heilbronn – Nuremberg Schwabach Westernach 23.0
A 78 Munich – Rosenheim Munich East Rosenheim 46.0
A 24 Würzburg – Kempten Giengen Hittistetten 37.0
Munich motorway ring (northern part) Langwied (A 21) Fröttmaning (A 3) 16.0
A 120 Munich – Freising BAB-Ring Munich Freising (B 11) 18.0
A 23 Stuttgart – Singen (west of Lake Constance) Rottenburg Rottweil 40.6
A 76 Trier – Landstuhl Longuich Hermeskeil 20.7
A 76 Trier – Landstuhl Motorway triangle near Nonnweiler Freisen 22.7
A 14 Goch – Krefeld – Ludwigshafen am Rhein Moers Alps 17.0
A 79 Duisburg – Venlo Moers Aldekerk 13.5

Under the aspect of the development of the area and the promotion of the regional economic structure (in the border area and in the other areas of the joint task improvement of the regional economic structure ) the following motorway routes were listed:

New federal autobahn line from to Length (km)
A 12 Bremen – Cuxhaven Bremen / North without Bremerhaven bypass Cuxhaven 65.8
A 15 Regensburg – Passau Hengersberg Passau 40.0
A 88 Regensburg – Pfreimd Regensburg / Pfaffenstein Lindenloh 39.6

Particularly heavily used motorway routes should be expanded from 4 to 6 lanes; the following sections are mentioned:

New federal autobahn line from to Length (km)
A 11 Hamburg – Lübeck Hamburg Lübeck 54.0
A 10 Frankfurt – Mannheim Frankfurt Mannheim 60.0
A 15 Cologne – Frankfurt Porz Junction Bad Honnef 15.0
A 2 Berlin – Ruhr area Junction Wunstorf / Steinhuder Meer Motorway junction Hannover-Ost 27.3

Federal highways

At the end of 1975, 1,400 km of federal roads should be under construction; it is called:

Federal road from to Length (km)
B 68 Sennelager Neuhaus Castle 5.9
B 5 (line of marshes) Junction Hamburg-Moorfleet Schleswig-Holstein state border 14.5
B 530 Simonswolde Emden 9.0
B 4 south of Lüneburg Meshes 39.0
B 248 Mörse (south of Wolfsburg) south of Tappenbeck (B 188) 7.0
B 75 east of Westerstede west of Oldenburg 19.4
B 75 Herrenbrücke Lübeck Travemünde 9.0
B 406 (now A 172) Merzig Luxembourg border 25.4
B 303 Marktredwitz Schirnding 4.5
B 40 Mainz Alzey (Mauchenheim) 27.2
B 2 north of Augsburg 5.3
B 10 Relocation at Wörth 13.0
B 4 Wolfenbüttel bypass 16.0
B 4 Northern section of the Braunschweig western bypass 7.0
B 6 Nienburg bypass 11.5
B 69/75 Oldenburg bypass 13.4

Federal waterways

Sea lanes

The expansion measures on the seaward approaches to the German seaports should be continued. In addition, replacement investments in bank and river structures should be carried out. Furthermore, the adaptation and safety program on the Kiel Canal should be continued: the banks that are no longer stable should be relocated (while the water depth of the canal remains the same). In addition, the traffic control systems and the operating systems of the canal, in particular the lock systems in Brunsbüttel and Kiel-Holtenau, were to be modernized. - The following individual measures and their goals are listed in a table:

Sea shipping route Expansion target

(m water depth)

for ships in tidal

dependent trip (up to tdw)

expected completion (year)
Ems below roadstead 12 85,000 1973
Alte Ems / Dukegat Jade (to Wilhelmshaven) 18.5 250,000 Fairway 1973; Radar chain 1976
Weser (to Bremerhaven) 12.0 85,000 Fairway completed; Beacon and power structures 1976
Weser (from Bremerhaven to Bremen) 9.0 35,000 1984
Elbe (to Hamburg) 13.5 100,000 Fairway 1977; Beacon and power structures 1985
Trave (to Lübeck) 9.5 14,000 1977

Inland waterways

Investments in the measures already underway should continue. The focus was on

The expenses are divided in roughly equal parts

  • the creation of a coherent waterway network (new construction of the Elbe Lateral Canal, Main-Danube Canal),
  • the expansion of existing waterways for shipping,
  • Replacement investments, basic repairs, measures against bed erosion of rivers.

For the period 1973–1975, 2007.1 million DM were to be spent; these are distributed

  • New building: 738.7 million DM,
  • Expansion: 659.9 million DM and
  • Preservation and renewal: 608.6 million DM.

literature

  • German Bundestag (Ed.): Federal Transport Infrastructure Plan 1st stage (=  Bundestag printed paper . No. 7/1045 ). Publishing house Dr. Hans Heger, Bonn October 3, 1973 ( online [PDF; 3.9 MB ; accessed on March 3, 2013]).

Individual evidence

  1. a b Project Group Corridor Investigations in the BMV (Ed.): Investigation of investments in traffic routes in selected corridors in the Federal Republic of Germany: Report of the project group "Corridor investigations" in the Federal Ministry of Transport . Verlag Neue Presse, Coburg 1974, ( series of publications by the Federal Minister of Transport , issue 47), p. 5
  2. a b c d e f Rüdiger Block: On new paths. The new lines of the Deutsche Bundesbahn . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 30-35.
  3. Christopher Kopper : The railway in the economic miracle: Deutsche Bundesbahn and transport policy in post-war society (=  contributions to historical transport research . Volume 9 ). Campus, Frankfurt am Main 2007, ISBN 978-3-593-38328-6 , p. 387-389 .
  4. a b Leber and Börner set the course . In: Die Bundesbahn , ISSN  0007-5876 , 23/1969, pp. 1147–1151.
  5. Leber defends his transport reform . In: Die Bundesbahn , ISSN  0007-5876 , 20/1967, pp. 766-771.
  6. a b Kiesinger and Leber to the Bundestag . In: Die Bundesbahn , ISSN  0007-5876 , 8/1968, pp. 271-276.
  7. a b c Hans Peter Weber: The Federal Transport Route Plan '80 . In: Die Bundesbahn, issue 1/1980, pp. 9-16, ISSN  0007-5876 .
  8. ^ Peter Koch: New and upgraded lines of the DB . In: Deine Bahn , issue 7/1982, pp. 385–388.
  9. Jürgen Grübmeier, Georg Fischer: The expanded lines of the German Federal Railroad . In: The Federal Railroad . Vol. 57, No. 10, 1981, ISSN  0007-5876 , pp. 781-788.
  10. ^ Kurt Gscheidle : Bundesbahn 1979. Situation and development . In: DB Report 79 . Hestra-Verlag, Darmstadt 1979, p. 17 f, ISSN  0072-1549 .
  11. a b c d Gunther Ellwanger: New lines and express services of the German Federal Railroad. Chronology. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 , pp. 245-250
  12. Without an author: The further plans of the Neue Bahn . In: Bahn-Special , Die Neue Bahn . No. 1, 1991, Gera-Nova-Verlag, Munich, p. 78 f.
  13. Michael Hauck, Manfred Wölbing: The removal of level crossings on the upgraded Fulda – Frankfurt and Frankfurt – Mannheim lines . In: Die Bundesbahn , 64, No. 11, 1988, ISSN  0007-5876 , pp. 1109-1113.
  14. ^ Wilhelm Linkerhägner: New and expanded lines of the Deutsche Bundesbahn . In: Jahrbuch des Eisenbahnwesens , 1977, pp. 78–85
  15. Horst Binnewies: The investment strategy of the German Federal Railroad in focus of the year 1982 . In: The Federal Railroad . Vol. 57, No. 11, 1981, ISSN  0007-5876 , pp. 875-881.
  16. Numbering of the German motorway network according to the western model before 1974 (incomplete)