Federal Transport Infrastructure Plan 1980

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With the Bundesverkehrswegeplan 1980 (also: Bundesverkehrswegeplan '80 ), the investment planning for traffic routes in the area of ​​the Federal Republic of Germany was updated. This second update of the Federal Transport Infrastructure Planning was decided by the Federal Cabinet on November 7, 1979 and covered a planning period from 1981 to 1990.

This premature revision of the federal traffic route planning due to major changes in the traffic structure resulted in the 2nd Act to Change the Extension of Trunk Roads (with the requirement plan for the federal trunk roads for the period 1980 to 1990 as an annex). A renewed review in 1985 revealed the need for a new federal traffic route plan with the consequence of an update of the federal trunk road requirement plan as part of the 3rd trunk road expansion amendment law in 1986.

The plans were expected to be updated in the mid-1980s. This was later presented in the 1985 Federal Transport Infrastructure Plan.

target

The proportion of planned investments in the railways, measured against total investments, rose from 16.4 percent (BVWP 1973) to 29.1 percent in the BVWP 1980. By 1990, three new and 13 upgraded routes with a total volume of 43 billion D-Marks were to be built. In addition to various other measures, the modernization of marshalling yards was also planned.

In contrast to its predecessors, the Federal Transport Infrastructure Plan in 1980 pursued the goal of quality instead of quantity, which led to serious changes in the construction of federal highways and behind which the idea of ​​cost reduction lies.

Between 1981 and 1990 an investment volume of 149.6 billion D-Mark was planned for new buildings and extensions (previous period, 1971 to 1980: 99.9 billion DM). Of this, Deutsche Bundesbahn accounted for 43.6 billion DM (previous period: 16.4 billion DM), 63.4 billion on federal trunk roads (previous period: 53.1 billion), 8.5 billion on federal waterways ( previously 5.9 billion), 28.8 billion DM on GVFG financial aid (previously 20.1 billion) and 5.3 billion DM on other (previously 4.4 billion). Of the 149.6 billion DM at the end of 1979, 140.2 billion DM had already been firmly allocated.

The plan divided into urgent measures (so-called level I ) and further plans for the period after 1990 (so-called level II ). The so-called Stage I contained around 3,000 km of new motorways, including around 280 m of expansion from two to four lanes. Motorway plans covering around 7,000 km have been abandoned compared to earlier plans or replaced by federal highways. In the case of around 500 km of motorway planning, an examination was planned to determine whether simpler planning could be implemented. In addition, all projects classified as Level III in the General Transport Plan 1971 were canceled without replacement and only projects from the previous Levels I and II were included. The projects of the previous stage I were continued as "urgent planning". Projects of the previous stage II were classified as “further planning”.

The new plan was created against the background of increasing replacement investments for the transport infrastructure that had been built up by then. In the period from 1971 to 1980, for example, there were still DM 63.1 billion in new construction and expansion investments on federal trunk roads compared to DM 36.9 billion in replacement investments, in the BVWP 1980 (for the period 1981 to 1990) there were still DM 54.3 billion earmarked for new construction and expansion and 45.7 billion for entertainment.

Between 1981 and 1990, DM 38.5 billion in expansion and DM 61.5 billion in replacement investments were planned for federal railways. (In the previous period, 1971 to 1980, 7.3 billion DM were set aside for new buildings and extensions and 92.7 billion DM for maintenance). All new construction and expansion projects (around 2,000 km in total) that made sense according to the macroeconomic assessment were included in the plan. For the first time, investments in nodes were also taken into account in addition to investments in routes. In addition to the cost-benefit ratio, the decisive criteria for the classification of railway projects in the two levels were the effects on the economic results of DB as well as nature and landscape protection. The railway investments were based on a forecast by a consortium of the companies Prognos and Kocks Consult , based on data from DIW , and envisaged two scenarios : While the so-called normal case was based on a price increase rate of 1.5 percent for crude oil, the energy case was based on one annual increase of ten percent.

For the federal waterways, 44.7 billion DM expansion and 55.3 billion DM replacement investments were planned (previous period: 54.2 and 45.8 billion DM respectively). In addition to the Saar expansion and Main-Danube Canal projects currently under construction , no further new construction projects were planned.

In the area of ​​air traffic, investments to improve and expand the radar surveillance of the German air traffic control were planned, as were the new construction of Munich Airport and the expansion of Frankfurt Airport .

Newly added projects

In the BVWP 1980 the project of a federal road 15n was included for the first time .

Abandoned and replaced motorway plans

With the Federal Transport Infrastructure Plan 1980, the following motorway plans were abandoned or replaced by federal road plans.

Baden-Württemberg

A 8 Karlsruhe – Pirmasens

Planning was discontinued and partially abandoned. Different lines. Was replaced by the B 10 to Landau, later reclassified to the A 65, from there replaced by the B 10. The new B 10 is far from being completed.

A 45 Stuttgart – Frankfurt (Main)

The planning of the so-called Odenwald-Neckar-Alb-Autobahn was discontinued, almost completely deleted, partly replaced by the A 81 with a different route. The planned section as a large north-east ring in Stuttgart was not built, it was severely shortened and is only partially included in the further requirements of the Federal Transport Infrastructure Plan 2003 as a western continuation of the B 29 (formerly A 87 ).

A 80 Ulm – Stuttgart – Mannheim

Was under construction in early 1970. Construction was discontinued in 1980, and completed sections of the autobahn were downgraded to federal roads 10 and 28. Replaced by A 8, B 10, B 28 (Ulm – Hittistetten) and B 35. From Ulm – Hittistetten is still signposted in blue today (status: 2011). Today only bypasses are planned in the course of the federal highways.

A 81 Engen – Konstanz

Different lines from AK Hegau and replaced by B 33. The new B 33 is not yet completed (status: 2011).

A 83 Heilbronn – Stuttgart – Donaueschingen

Was under construction in 1973. The construction was stopped in 1980 and partially canceled. Motorway sections that had already been completed were downgraded to federal highway 27. Replaced by the B 27, the remaining sections have not yet been completed (status: 2011).

A 84 Stuttgart – Strasbourg

The planning was discontinued, completely deleted and replaced by the B 28.

A 85 Bad Waldsee / Ravensburg – Reutlingen – Stuttgart – Schwäbisch Hall

Was under construction from 1976. Construction stopped in 1980. The planning for Stuttgart – Ravensburg was canceled and completed motorway sections near Stuttgart were downgraded to federal highway 14. Replaced by B 14, B 32, B 312, B 313. Today, for the most part, only bypasses are planned in the course of the federal highways.

A 86 Ulm – Freiburg – France border

Was under construction from 1975. The construction was stopped in 1980 and almost completely painted. The already completed section of the motorway near Donaueschingen was renamed to A 864. Replacement by B 31 and B 311. Today, for the most part, only bypasses are planned in the course of the federal roads.

A 87 Stuttgart – Aalen

Was under construction in early 1970. Construction was stopped in 1980, and sections of the motorway that had already been completed were downgraded to Bundesstraße 29. The continuous expansion of the B 29 to the A 7 has not yet been completed (as of 2011). In the west, the continuation was postponed as the small north-east ring Stuttgart .

A 88 Memmingen – Riedlingen

Was under construction in early 1970 with a single lane near Memmingen. The construction and planning were stopped in 1980 and completely deleted. Replacement by B 312. Only bypasses are planned today, which are far from being completed.

A 89 Günzburg – Ulm – Biberach – Bad Waldsee – Ravensburg – Friedrichshafen

Was under construction in 1976. Construction stopped in 1980. Very advanced sections under construction were completed as the B 30 by 1981 , and completed motorway sections near Ulm, Achstetten and Biberach were renamed Bundesstraße 30. The planning from the A 8 near Günzburg to the A 7 near Nersingen was canceled without replacement. Replaced from the A 7 near Nersingen to the current end of the expansion at the AD Neu-Ulm by the B 10, the further construction of which is still in demand, replaced from the AD Neu-Ulm to Friedrichshafen by the B 30, which is also largely in further demand of the Federal Transport Infrastructure Plan 2003. The blue signs on the B 30 in front of Ulm are still there today. The state of development of the B 30 is very patchy, but has not been fixed for decades.

A 98 Überlingen – Lindau – south of Munich

Was under construction from 1975 onwards. The construction was stopped in 1980 from Überlingen – Munich and painted from Lindau to south of Munich. A short, already completed section near Kempten has been renamed Federal Motorway 980 , another section near Überlingen still exists. Remaining sections were replaced by the B 31 with a different route. The part of the B 31 from Überlingen – Lindau is very sketchy and far from being completed.

Lower Saxony

A 36 (Bielefeld–) Hameln – Bad Harzburg

The planning was discontinued, only a four-kilometer section from Bad Harzburg to Goslar was built between 1982 and 1987 in the motorway cross-section. Deviating from the original planning, the B 82 was partially rebuilt or rebuilt between 1995 and 2019 as an alternating three-lane road . The A 36 was later reclassified and upgraded from the A 395 and part of the B 6, regardless of the old planning in 2019 .

Replaced and canceled Level III projects

With the Federal Transport Infrastructure Plan in 1980, the following Stage III projects were replaced or canceled.

Baden-Württemberg

B 30 / A 89

  • New construction in Oberessendorf – Bad Waldsee-Nord
    • replaced by four-lane, intersection-free expansion of the existing route through the locations Hebershaus, Schneiderbenes, Englerts and Mattenhaus.
  • Gaisbeuren bypass
    • replaced by four-lane, intersection-free expansion of the existing route through Gaisbeuren.
  • Enzisreute bypass
    • replaced by four-lane, intersection-free expansion of the existing route by Enzisreute.

This decision was withdrawn in later federal traffic route plans.

Railway projects

In the railway sector, the Federal Transport Infrastructure Plan 1980 provided for level I three new lines, thirteen upgraded lines and a program of new construction, expansion and reconstruction at 14 of the 48 marshalling yards .

In detail:

A total of DM 15.5 billion was earmarked for new and upgraded lines. Funds of DM 11.65 billion were earmarked for the surplus from the coordinated investment program for the years 1981 to 1990.

By autumn 1981, of the 560 planned expansion measures in the area of ​​the expansion lines, around 180 had been completed and 200 were under construction, the rest in the planning stage. Up to this point in time, around 450 million DM had been invested in the expansion project. Most of the measures should be completed by 1985.

As part of stage II , the following were also planned:

  • New lines between Offenburg and Basel and between Cologne and Koblenz
  • Expansion lines between Lüneburg and Lehrte
  • the second sub-program of the framework planning for marshalling yards .

The forecasts on which the BVWP 1980 is based assumed an increase in the volume of rail freight traffic between the reference year 1970 and 1990 of 22.1 (with a crude oil price increase of 1.5 percent real annually) and 28.3 percent (10 Percent annual oil price increase).

Legal effects

The traffic route plan did not have any direct legal effects, however, according to the highest court rulings of the Federal Administrative Court, the needs assessments in the federal traffic route plan should be binding as one of the few supra-local plans within the scope of the consideration according to § 17 of the Federal Highway Act (FStrG) to the effect that a missing need is not within the scope of the plan approval should be answered in the negative. This determination of the need should also bind the administrative judiciary, so that in the context of the review of the weighing of the administration after weighing errors it should not assume a lack of need.

An exception should only apply if the forecasts on which the demand route plan is based should represent an untenable assessment of traffic development. However, the review of this untenability should not be the responsibility of the administrative courts, but rather the Federal Constitutional Court , as this is a legal decision.

Individual evidence

  1. ↑ Federal Minister of Transport (Ed.): Bundesverkehrswegeplan '80 , Bonn 1980, 28 pages
  2. ^ Hans Peter Weber: The Federal Transport Route Plan '80 . In: Die Bundesbahn, issue 1/1980, pp. 9-16, ISSN  0007-5876
  3. ↑ a b c d e f g h Christian Woelkner, Erwin Gleissner, Hans Jürgen Huber: Bundesverkehrswegeplan '80 - New political accents in the field of transport infrastructure . In: Internationales Verkehrwesen, Volume 32, Issue 2, March / April 1980, pp. 77–85, ISSN  0020-9511
  4. ^ A b Peter Koch : New and expanded lines of the DB . In: Deine Bahn , issue 7/1982, pp. 385–388
  5. ^ Deutsche Bundesbahn, project group Mannheim - Stuttgart of the Bahnbauzentrale (publisher): New line Mannheim - Stuttgart: Möglingen, Schwieberdingen, planning approval area 14 . Brochure, 16 A4 pages, Karlsruhe 1981, p. 2
  6. ↑ a b c Federal Transport Infrastructure Plan 1980 with higher rail investments . In: Die Bundesbahn , issue 12/1979, pp. 859–862, ISSN  0007-5876
  7. ↑ a b c d e f g h Christian Woelker: Bundesverkehrswegeplan '80: The rails are catching up . In: Wolfgang Vaerst , Peter Koch (ed.): Yearbook of the Railway System, Vol. 31, Hestra-Verlag, Darmstadt 1980, pp. 30-36, ISBN 3-7771-0160-5 , ISSN  0075-2479
  8. ↑ Autobahn Directorate South Bavaria: 15n Regensburg-Landshut-Rosenheim . Lecture by President Lichtenwald at the Landshut Regional Planning Association on March 21, 2012. PDF. Online at: region.landshut.org. Retrieved July 11, 2014.
  9. ↑ Federal Law Gazette 1980, Part I, p. 1614
  10. ↑ Federal Law Gazette 2004, Part I, p. 2574
  11. ↑ Helmut Maak : The new federal railway line between Main and Spessart (southern section Hanover – Würzburg) . In: Internationales Verkehrwesen , Volume 36 (1984), Issue 2 (March / April), pp. 126–132, ISSN  0020-9511
  12. ↑ 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.
  13. ^ Judgment of the Federal Administrative Court of January 25, 1996 - 4 C 5/95 - (A 60 federal motorway) ( Memento of November 22, 2006 in the Internet Archive )