Filder tunnel

Filder tunnel
use	Railway tunnel
place	Stuttgart
length	9468 m
Number of tubes	2
cross-section	39.2 to 123.5 m²
Largest coverage	up to approx. 220 m
construction
Client	Deutsche Bahn
start of building	2013 (construction preparation) July 10, 2014 (symbolic) November 27, 2014 (start of machine tunneling)
planner	Deutsche Bahn
business
operator	DB network
release	December 2025 (planned)
location
Coordinates
Südkopf Stuttgart Hbf	48 ° 46 ′ 55 "  N , 9 ° 11 ′ 13"  E
Filderportal	48 ° 42 ′ 18 "  N , 9 ° 10 ′ 26"  E

 Map with all coordinates: OSM | WikiMap

Planned route of the Filder tunnel

The Filder Tunnel (formerly also the airport tunnel ) is a railway tunnel under construction as part of the Stuttgart 21 project . With a length of 9,468 m, it is the longest tunnel in the project and, when completed, will be the longest double-tube railway tunnel and the third longest tunnel in Germany .

The structure will connect the future underground Stuttgart main station with the Filder Plain , which is around 154 m higher, and will be part of the new Stuttgart – Wendlingen line . The tunnel is the subject of planning approval section  1.2 of Stuttgart 21. Construction costs of 753.9 million euros were planned for this section at the end of 2009 (before cost optimization) ( real value , based on the 2008 price level).

According to Deutsche Bahn, the contract for the structural work was awarded on July 30, 2011. Two thirds of the order volume of 720 million euros, which also includes the construction of the Obertürkheim tunnel , goes to the Filder tunnel. The tunnel was named on July 10, 2014.

19.6 km of a total of 19.8 km of tunnels and crosscuts have been driven (as of May 4, 2020). The last mechanical breakthrough, from the lower to the middle Filder Tunnel, which had already been built, took place on August 29, 2019. It was celebrated on September 9, 2019. The first breakthrough to the main station followed on February 11, 2020, the second on May 6, 2020. Individual cross-passages are still pending.

course

The tunnel connects to Stuttgart Central Station and initially describes a right-hand bend that turns into a straight line. The structure rises continuously in height. Towards the south portal, the tunnel curves to the left and comes to the surface in the area of ​​the Echterdinger Eis . It ends at km 9.90 and a terrain height of 392.4 m ( upper edge of the rail at 383.73 m) and turns into a trough structure of 120 m in length that runs to km 10.020. The upper edge of the rail at its southern end should be at a height of 386.0 m, the terrain at 387.6 m. This area is parallel to the motorway. After a short section of open road, at km 10.4 the airport loop opens to the Filderbahnhof .

The design speed in the area of ​​the main station (km 0.432 to km 0.7) was initially 100 km / h, between km 0.7 and km 5.04 it was 160 km / h and from km 5.04 it was 250 km / h. With the 2nd plan change procedure, a design speed of 100 km / h was planned up to km 1.1, followed by 160 km / h. From km 5.04, 250 km / h is still planned.

In the course of optimizations for the Germany cycle , an increase in speed in the lower tunnel section from 100 to 110 or from 160 to 230 km / h is mentioned. This contributes to shortening the travel time between Stuttgart and Ulm to under half an hour.

Course in the map

The two continuous main tracks on the line that flows into the main train station via the Feuerbach tunnel merge into the Filder tunnel. Platform tracks 4 and 5 in the area of ​​the main train station can be driven at 100 km / h.

The tunnel connects to the south-east of the new main station (plan approval section 1.1). The tracks initially run in a south-easterly direction in two double-track tunnels. In the southern of the two tubes, the mainline tracks run towards Ober- / Untertürkheim and Ulm, in the northern tunnel the tracks come from the opposite directions. In a subsequent branching structure, the two double-track tubes separate into four single-track tubes. The track towards Obertürkheim (from here referred to as the Obertürkheim tunnel ) separates from the track towards Ulm (Fildertunnel) at km 0.656, the track from Obertürkheim merges with the track from Ulm at km 0.662. In each of the two branch structures, a track spacing of 13 m is initially built between the two tubes. The two single-track tubes of the Filder tunnel and the Obertürkheim tunnel then run independently of each other. At km 1.0, the two tubes of the Filder tunnel cross the tube of the Obertürkheim tunnel below, also at km 1.0, with no elevation.

future tube of the Filder tunnel and the Obertürkheim tunnel, at the level of the emergency access to the south station, view towards the main station (construction status January 2019)

The route runs following the first central station to km 0.536 in a straight line, then goes into a 702 m long right turn, followed by a straight line of 442 m length connects. This is followed by a right-hand bend of 2,302 m radius up to km 3.369 followed by another straight 3,240 m in length. At km 6.691, a left curve with a radius of 2328 m and a length of 2997 m begins to the end of the tunnel.

Elevation

The structure overcomes a height difference of around 155 meters and has gradients between 4  ‰ and 25 ‰.

The gradient rises at the transition from the main train station (km 0.432) initially 395 m long with 4.1 ‰ and changes from a turning point at km 0.74 for 373 m to a gradient of 25 ‰. From km 1,114 there is a gradient of 4.0 ‰ for 2372 m. From km 3.486 there is a 3935 m long section with a 25 ‰ gradient. From km 7.421 there is a 4 ‰ gradient of 1269 m, before another 1463 m with a 25 ‰ gradient follow from km 8.690 to the south portal.

With the first increase of 25 ‰, the track to Obertürkheim should be crossed as northwest as possible, according to the railway. The following slope was measured with only 4 ‰ in order to drive through the layer of underexposed gypsum keuper expected between km 1.114 and km 3.486 . This is to ensure that a sufficiently thick and solid layer of unused gypsum keuper remains above the tunnel roof in order to avoid swelling of the tunnel cross-section. In the following 25 ‰ gradient, layers of sandstone reed should be quickly extracted. With the following gradient of only 4 ‰ (km 7.421 to 8.690), a minimum overburden of around 20 m in the area of ​​the Körschtal should not be undercut. Finally the tunnel reaches the Filder plain in the last section with a 25 ‰ gradient.

According to the DB, this gradient profile minimizes the length of the Filder Tunnel under the local and geological boundary conditions to be observed.

Critics complain that the difference in altitude has to be overcome without swing .

The overburden in the area of ​​the main station is at least seven meters and increases rapidly uphill. At the transition to the single-track tubes it is around 68 m, in the Degerloch area it reaches around 220 m, below the television tower 223 m and in the Körschtal 19 m.

cross-section

Special cross-section in the lower part of the Filder Tunnel planned until the 2nd plan amendment procedure (2011).

The tunnel has seven different cross-sections in its course . The clear area above the upper edge of the rails (SOK) is between 39.2 m² (single-track sections in the area of ​​the branch structures) and 123.5 m² (double-track mouth profile in the main train station). The greatest clear width of the two tubes is at the transition to the main station (km 0.432), each 17.40 m.

The two tubes directly connected to the main train station are to be given a mouth profile. In the area passable at 160 km / h (km 0.7 to km 5.04) after the branching structure, the tunnel should have a circular profile with a clear width of 8.10 m and a clear height of 6.15 m (above sea level) . This profile was developed in the course of the project as a special cross-section with a radius of only 4.05 m, in deviation from the radius of 4.40 m provided in the Deutsche Bahn regulations (module 853.0002). A particularly space-saving overhead contact line should also be installed here. The reason was the difficult geological layers (anhydrite), which could possibly exert high pressure on the pipe. Due to the smaller cross-section, the forces that occur are lower and therefore easier to control. The selected cross-sections and the maximum speed in this area of ​​the tunnel, which is limited to 160 km / h, resulted from a cost-benefit analysis, according to Deutsche Bahn.

The upper area, which can be driven on at 250 km / h, should have a mouth profile of 8.22 m clear width and 7.90 m clear height (above SOK). Between km 9.765 and km 9.900 at the end of the tunnel, a 135 m long cut-and-cover section with a rectangular profile was planned; the clear width should reach 7.50 m here, the clear height 7.26 m (above sea level). To avoid the tunnel bang , the clear width in the area of ​​the south-east portal should be widened to 11.35 m and the ceiling should be provided with openings. The 120 m long troughs should have a clear width of 6.9 m.

The cross-sections were changed with the second plan change procedure. Following the branching structure to the Obertürkheim tunnel, a circular cross-section with an inner radius of 4.40 m is now largely planned (km 0.8 to 5.0), which is to merge into a circular profile with 4.70 m at km 5.04. The 4.05 m profile originally planned for this section will now only be produced on a 0.1 km long section following the branch structure (0.7 km). While the excavation was carried out in the excavated section for 160 km / h (km 4.5 to 5.0) specifically for the construction of the 4.40 m profile, the tunneling machine was used between km 0.8 and 4.5 larger cross-section similar to the upper part of the Filder Tunnel.

The wall thickness of the tubes should be 0.6 m.

The entire length of the tubes is double-walled and watertight .

geology

The tunnel penetrates all layers of the Stuttgart basin above the Lower Keuper : layers of the Middle Keuper (depleted and not depleted gypsum keuper , reed sandstone , lower colored marl , upper colored marl , parlor sandstone , tuberous marl ), layers of the upper Keuper and layers of the Black Jura ( Psilonotenton , Angulate sandstone , Arietenkalk , Obtus Clay ). Layers of the non-depleted swellable gypsum keuper, which is present in approximately horizontal layers of sulphate-containing clay or marl rocks, are considered difficult. The sulphate rocks are partly in the form of gypsum and partly as anhydrite , which increases its volume by about 61% when water is added through swelling and swelling processes. Because of these difficulties, the tunnel construction is designed in such a way as to prevent water ingress during the construction period and to dimension the tunnel shell to be resistant to swelling pressure. Due to the deep position of the tunnel gradient, swelling processes should not be triggered.

The total length of the Brown Jura passed through is 6 km. About 40% of the tunnel length is in the gypsum keuper, about 60% in different layers of marl and sandstone. At the transition to the main train station, the tunnel is to cross initially depleted gypsum keuper over a length of around 200 to 300 m. Subsequently, anhydrite-containing, unleached gypsum keuper is crossed over a length of around 4.3 km. The upper part of the 4.5 km long upper tunnel section runs in the formation of the Stubensandstein , in which sandstones and siltstones alternate in almost horizontal layers. In the area of ​​the Filder portal, Filder loam and weathered clay (Lias α) lie just below the surface.

The planning status from 2005 envisaged dimensioning the inner shell against high swelling pressures and at the same time keeping the tunnel dry during the construction phase. This is easily possible, since the groundwater-bearing layers ( parlor sandstone ) run at a great distance from the affected tunnel sections.

history

Early variants

The expansion of the existing Stuttgart – Ulm line, which was considered in the 1980s and early 1990s, with a two- or four-track through station below the existing terminus, provided for an approximately 24 km long tunnel between Stuttgart and Plochingen instead of the Filder ascent.

The framework concept H presented in 1991 for a 25 ‰ new line from Stuttgart via Wendlingen to Ulm provided for a Filder ascent tunnel. The as Railway Tunnel Stuttgart tunnel designated and up steep 35 ‰ should Feuerbach over a four-track through station connecting in transverse position under the current main station Stuttgart with the Highway 8 on the Filderebene. From there, a route parallel to the autobahn should lead to Ulm. The tunnel following the underground station should be about 11 km long and undercut Sillenbuch and Riedenberg with a high overburden. As an alternative (K variant) a 24 km long tunnel to Plochingen was planned.

The feasibility study of the Stuttgart 21 project from the beginning of 1995 expected a construction time of around eight years. Costs of 856 million DM were expected for the new line between the main train station and Denkendorf (744 million DM plus a 15 percent surcharge for planning; price as of 1993). These total costs today - extrapolated with the price index of the cost of living - correspond to 641 million euros .

planning

Approval planning

View from the planned position of the south portal to Messe Stuttgart

As part of the Stuttgart 21 synergy concept presented at the end of 1995, an 8.3 km long so-called airport tunnel was planned for the Filder ascent . The tunnel was supposed to rise at 25 ‰ following the main station in Stuttgart, merge into a gradient of 12.5 ‰ in the middle section and rise again at 25 ‰ before the structure in front of the south portal merges into a downward gradient of 5.2 ‰ should. The structure was to be run partly as a double-track tube, and in the area of ​​the unused gypsum keuper with two single-track tubes. Four window tunnels , which were later to serve as escape tunnels, were also planned, as were two pure escape points. The jacking should be carried out using shotcrete construction with jacking capacities of around 3 m per day . In the approach area below the Wagenburg tunnel , a 300 m drive should be driven under the protection of an icing screen.

The current route essentially corresponds to the H-route proposed by Gerhard Heimerl in a memorandum in 1988 to connect Stuttgart and Ulm with a new route that is largely parallel to the autobahn.

Between April and September 1995 a water management exploration program with 20 boreholes was carried out, which did not result in any exclusion criteria for the planned tunnel route. As an alternative to the regional planning procedure initiated in December 1996, a tunnel route was introduced that would have ended below Hohenheim Palace. Subsequently, the line would have crossed the Körsch and would then have run in another tunnel to Plieningen , where it would have merged into the traffic route bundling with the A8.

The regional planning procedure resulted in a 8,420 m long tunnel that would have led from the main train station to Hohenheim and then surfaced in the area of ​​Landesstraße 1016 northeast of Plieningen. The subsequent Körschtal should be crossed on a 310 m long bridge, followed by a 170 m long tunnel to cross under Scharnhauser Straße (east of Plieningen) Gleisdreieck towards the airport and Wendlingen. Depending on the geological conditions, the Filder Tunnel was to be run partly in a double-track and partly in two single-track tubes. The slope should be between 6.5 and 25 ‰. As part of the spatial planning procedure, six variants for crossing over and under the Körschtal were examined.

On April 1, 1997, Deutsche Bahn introduced variant D 4 of the airport connection into the regional planning procedure. The tunnel was to be led from Wagenburgstrasse to approximately Jahnstrasse in two single-track tubes with a gradient of 25 ‰ and an overburden between 65 and 170 meters. Degerloch, Pleninger Straße and Fasanenhof Ost should be driven at depths of up to 180 meters with gradients between 4 and 25 ‰. The 9,260 m long tunnel was supposed to come to the surface southeast of the Echterdinger Eis.

Plan approval procedure

In mid-1998, Deutsche Bahn intended to initiate the planning approval procedure in late autumn of the same year. In the spring of 1999, construction was expected to start in 2001. The shell construction time was calculated at four years. Another two years were planned for the railway equipment. The construction was to be driven largely with hydraulic excavators using the shotcrete method. Blasting was planned only in individual cases.

The tunnel, including an upstream trough and a few meters of adjoining open section, forms the plan approval section 1.2 (construction kilometers 0.432 to 10.030). The planning approval section also includes the beginning of the Obertürkheim tunnel (km 0.432 to km 0.855 of the north tube from Ober- / Untertürkheim and km 0.432 to km 1.155 of the south tube to Ober- / Untertürkheim).

The planning approval procedure for the Filder Tunnel was applied for on December 17, 2001. The hearing process started on October 24, 2002. The planning documents were then publicly displayed from November 4, 2002 to December 3, 2002. The public agencies were contacted on 4 November 2002 and had until 15 March 2003 to comment. a total of around 2500 objections were raised. The public hearing took place from April 7th to 11th in the Kursaal Bad Cannstatt . On April 10, 2003, the public hearing was broken off due to a procedural error: Deutsche Bahn had discussed variants of the interim attacks on Weidachtal and Sillenbuch internally, but not publicly. The additional documents then had to be interpreted again. According to its own statements, the Federal Railway Authority wanted to decide on the planning approval from April 2003 until the end of the year.

Together with the plan approval section 1.1 (main station) discussed at the same time, the consultation procedure was the largest and most complicated in the history of the Stuttgart Regional Council at that time. On April 11, 2003, the hearing ended after five days and around 55 hours of debate. Among other things, Deutsche Bahn promised to check whether the two intermediate attacks could be merged into one intermediate attack. The hearing reports for the sections should be submitted to the Federal Railway Authority by July or August 2003.

The planning initially provided for the Filder Tunnel - if it was built using shotcrete - to be built with two intermediate attacks in order to reduce the construction time. The intermediate heading Sillenbuch should at 48 ° 44 '36.7 "  N , 9 ° 11' 59.4"  O result and driving tunnel at 48 ° 44 '40.6 "  N , 9 ° 10' 50.7"  O achieve. The proposed attack intermediate Weidachtal should range from 48 ° 43 '39.3 "  N , 9 ° 10' 10.7"  O are driven and driving tunnel at 48 ° 44 '3.8 "  N , 9 ° 10' 17.7"  O to reach.

• 

  Above the intersection of the former Weidachtal intermediate attack and the driving tunnel. View of Degerloch.

• 

  In this area, the Weidachtal intermediate attack would have come to the surface.

• 

  Above the intersection of the previously planned Sillenbuch intermediate attack with the driving tunnel.

• 

  Here the previously planned interim attack on Sillenbuch would have come to the surface.

An intermediate attack was to take place on this area northeast of Möhringen . These plans were discarded in 2012.

When the plan was changed on August 18, 2003, these two intermediate attacks were taken out of the planning and instead an intermediate attack was planned from Sigmaringer Strasse. In addition, the route in the southeast section of the tunnel was changed. The intermediate heading should at 48 ° 44 '7.1 "  N , 9 ° 9' 52.3"  O are formed and at 48 ° 44 '28.9 "  N , 9 ° 10' 38"  O hit the tunnel driving.

In the course of the first change of plan, 26 objections were raised. The discussion took place on March 8th and 9th, 2004 in Degerloch . At the end of June 2004, the Stuttgart Regional Council presented the hearing report to the Federal Railway Authority.

The planning approval for this section has been prepared by the Federal Railway Authority on 19 August 2005 adopted and officially announced on 6 September, 2005.

The advance should be carried out in the course of the revised planning from 2003 from four points:

• The two double-track tunnels and the branching structure are to be driven from the approach pit at the south station (km 0.432 to km 0.680).
• From the approach tunnel to the rescue access to the main station south , the drive is to run from km 0.7 in the direction of the Filderebene to km 3.600. Around 567,000 m³ of excess mass are expected in this area.
• The intermediate attack on Sigmaringer Strasse is to run from the future tunnel kilometer 5.450 in both directions (up to km 3.600 towards the main station or km 7.700 towards the Filderebene). The access tunnel is 1.3 km long.
• The future Filder portal is to be used to drive from km 9.765 to km 7.700.

In the course of the tunnel project, including a 240 m long branch structure, around 18.7 km of mined tunnel tubes are to be built. These are produced using tunnel boring machines using the shotcrete method. In the area of ​​the south portal, 255 m will be built using an open construction method. In addition, the construction of a 1.3 km long intermediate access tunnel and a 250 m long rescue driveway are planned. 19 crosscuts with a length between 17 m and 24 m are to connect the two tubes.

The building Sängerstrasse 4 (2012)

Demolition work on the building (October 2013)

On February 8, 2007, the Administrative Court of Mannheim (VGH) dismissed lawsuits against the Filder Tunnel. The Federal Administrative Court in Leipzig confirmed this decision with a decision of June 5, 2008 (Az. 9 B 34/07). From 2006 (Administrative Court Mannheim) to April 2013 (Federal Administrative Court), a resident of the house at Sängerstrasse 4 (Lage) sued unsuccessfully against the demolition of the building he was living in . The building is located at the transition from the planned main train station to the Filder tunnel.

The framework schedule on which the financing agreement of 2009 was based provided for the construction work to begin at the beginning of 2012 and to be completed at the end of 2018. The year 2019 was planned for commissioning and trial operation.

According to information from Deutsche Bahn, the savings potential presented in 2009 could have been confirmed as part of an expert review.

Second plan change procedure

On September 2, 2010, Deutsche Bahn submitted an application to change the plan. On October 29, 2010, the Federal Railway Authority (EBA) asked for further planning documents. The documents were submitted again on May 4, 2011.

The subject of the proceedings is, among other things, additional connecting structures between the two single-track tubes, with which their longitudinal distance is reduced from 1000 to 500 m. In addition, in addition to conventional shotcrete driving, machine driving with tunnel boring machines was applied for; A turning cavern under the Wagenburg tunnel was included in the planning for machine driving. Assembly caverns 45 m long, 20 m wide and 18 m high, initially planned in both tubes at construction kilometer 0.825, were discarded during the consultation process. The number of groundwater barriers in the unleached gypsum keuper (dam rings) is to be increased from 12 to 15 as well as the number of injection rings in the unleached gypsum keuper, from 14 to 20. In addition, the trough structure on the Filder plain was shortened by 12 to 108 m. Requests were made for a circular instead of a mouth profile in the upper area (from km 5.04), the extension of the area provided for an inner radius of 4.70 m from km 5.47 to now km 5.04 and a variable cross-section in the lower area Range from 4.05 to 4.55 m.

In a letter dated June 10, 2011, the EBA asked the Stuttgart Regional Council to carry out the consultation procedure, which was initiated on July 14, 2011. In a letter dated July 28, 2011, those responsible for public affairs were given the opportunity to comment by October 18, 2011. From September 5 to October 4, 2011, the plans were publicly displayed. The objection period ended on October 18, 2011. A total of almost 4,000 (largely uniform) objections were raised by private individuals. The public hearing took place on January 30th and 31st, 2012 in the Waldaupark event center in Stuttgart. On July 6, 2012, the hearing authority finalized its opinion. On October 9, 2012, the DB applied for a further change in the plan to extend the mining tunnel by around 80 m in the direction of the Filder portal. In order to be able to start groundwater management in June 2012, the proposed change to the plan would have to be completed by February 2012, according to Deutsche Bahn.

Three different variants were considered for driving the machine: driving the entire tunnel with an inner radius of 4.7 m, using different machines for the upper and lower areas (different cross-sections) and converting the machines in the area of ​​the (then to be built using shotcrete) Cross-section change. In an internal DB estimate, the additional costs of rejecting the new tunneling methods were put at 28.6 million euros.

In mid-2011, the Federal Railway Authority (EBA) expected a delay of at least one year due to the necessary revision of the plans and their redesign. In March 2012, Deutsche Bahn expected the EBA to make a decision by June 30, 2012. In August 2012, it expected a decision between the beginning of October and mid-October 2012. In October 2012, the company expected approval by March 2013.

On February 26, 2013, the plan amendment resolution was issued and immediate execution was ordered. Four actions were brought against the decision.

Implementation planning

According to a media report from July 2011, the implementation planning for the structure should be prepared by mid-2012 . Until then, costs of around 60 million euros would be incurred. At that time, the planning was around nine months behind schedule.

Further planning

The construction site area on the A 8 is to be increased from 34,000 to 62,725 square meters. As a justification, Deutsche Bahn cited the more parallel tunneling planned from 2016 on both tubes. The additional area will later be used for the construction of the airport section. The BUND criticized the encroachment on valuable soils. The relevant plan change notification was issued on April 25, 2016.

Since the end of 2015, Deutsche Bahn has been aiming to change the plan to raise 20 buildings instead of the previous 8 by means of lifting injections in the area of ​​the two double-track tubes in the Kernerviertel. A corresponding application to expand this area of uplift , with which the buildings are to be raised and the subsoil stabilized, was in the process of receiving inspection at the Federal Railway Authority in March 2016. While the Deutsche Bahn justifies the measure with new possibilities through technical progress, residents suspect greater geological risks than previously expected.

The Fernsehturmfreunde initiative has been collecting signatures since the end of 2015 in order to relocate the route of the Filder tunnel in the area of ​​the television tower by at least 250 meters to the east. By the beginning of January 2016, almost 2,000 signatures had been collected.

In May 2018, a plan change resolution was issued to relocate the northernmost connecting structure, based on the geological conditions encountered during tunneling, from km 0.654 to 0.739.

Tendering and awarding

The construction of the Filder tunnel and the Obertürkheim tunnel were put out to tender across Europe on May 5, 2010. The prequalification for the subsequent negotiation process ran until May 20, 2010. The construction contract to be awarded should run from February 1, 2011 to December 31, 2017. The estimated costs for the complete realization of both plan approval sections (1.2 and 1.6a) were 1.7 billion euros. According to a media report, the binding period for the offers ended on May 31, 2011.

According to information from Deutsche Bahn, the construction contract for the Filder and Obertürkheim tunnels was awarded on July 30, 2011 to a bidding consortium led by Porr Germany . The consortium known as the Austrian Tunnel Consortium Stuttgart 21 also includes ÖSTU-Stettin , Hinteregger and Swietelsky . The award was announced in the Official Journal of the European Union at the beginning of September 2011 . The contract is worth 720 million euros, two thirds of which goes to the Filder Tunnel, according to Deutsche Bahn. Deutsche Bahn puts the order value at around 750 million euros. Porr's share amounts to around 350 million euros. It is the largest tunnel construction contract for the group to date. According to information from Deutsche Bahn, around a quarter of the awards for the Stuttgart 21 project were awarded. Four consortia took part in the tenders.

According to Martin Herrenknecht , 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 Boßler tunnel , this saved 80 to 100 million euros. Another press report mentions savings of around 100 million euros for the Filder Tunnel alone.

construction

Work on the launch pit on the Fildern in August 2013

The construction site in December 2013

View of the construction site in April 2014 from the visitor platform

When the contract was awarded in mid-2011, Porr expected construction work to begin in August 2011 and to be completed by February 2018.

According to the planning status of March 2012, preliminary measures for the incision on the south portal should be carried out in 2012. The start of construction was planned for the beginning of 2013. In December 2008, the start of construction was expected in early 2011.

At the beginning of August 2012, a change in the tunneling concept became known, which is based on a special proposal from the consortium commissioned. According to this, the advance should only take place from the south portal and in five steps: First, the southern part of one of the two tubes is to be driven with a tunnel boring machine and the machine is then to be withdrawn in order to then drive the second tube. In the meantime, an area around 1150 m long in the middle of the tunnel is to be driven conventionally in both tubes. The tunneling machine is to pass through this area passively in the second tube and then continue the tunneling to the valley basin. The machine is to be dismantled in a turning cavern 25 m below the Wagenburg tunnel, brought into the first tube and turned. From there, the remaining 4.5 km of the first tube is to be driven. Of the 20 kilometers of tunnels, 16 are to be constructed using machine driving. In one tube (track 801) 8321 m and in the other tube (track 802) 7616 will be driven mechanically. The remaining sections are to be built using shotcrete. According to information from Deutsche Bahn, the intermediate attack on Sigmaringer Strasse is now only to be built in the event of problems with the tunneling machine (as of February 2014). According to the railways from 2003, at least 11,000 euros were estimated per meter of intermediate attack tunnel.

On May 2, 2012, Deutsche Bahn stated that it began sending the owners of the properties affected by the project declarations of consent for the use of their properties. According to the railway, compensation should only be negotiated later. The Stuttgart House and Landowners Association warned the owners against carelessly signing such declarations of consent.

A tunnel boring machine is being used for the first time in Stuttgart at the Filder Tunnel . It was commissioned immediately after the referendum on Stuttgart 21 . Construction of the 110 m long and 2100 t heavy machine began in March 2012. According to other information, the machine with the designation S-738 was completed in October 2012 after a year of construction. The value of the machine is put at 20 million euros. Around 30 to 40 specialists were involved in building the machine.

The machine should initially be delivered in March 2013. It was dismantled into parts for transport and initially stored in the Rheinhafen Kehl . On December 5, 2013, the 100 t drilling shield arrived in Stuttgart after several days of shipping over the Rhine and Neckar. The shield was temporarily stored and should later be transported to the construction site. On the night of December 12th to 13th, 2013, the 170-tonne main bearing of the tunnel boring machine was driven from the port of Stuttgart to the southern tunnel portal with a heavy-duty truck. The remaining parts of the machine were to be delivered by truck.

The starting pit on Willy-Brandt-Straße was supposed to be built from May 2013 onwards, according to Deutsche Bahn information from October 2012. According to Martin Herrenknecht from December 2012, the start of tunneling planned for summer 2013 is hardly possible due to inadequacies on the construction site. In mid-November 2012, a delay in the construction schedule became known. The start of construction, previously planned for March 2013, should take place between five and ten months later. The construction site at Gerhard-Müller-Platz should not be prepared until August 2013 and the excavation should start in January 2014 at the earliest. The tunnel boring machine should be stored for at least five months longer than initially planned. In the meantime, the start of tunneling on the Filder was planned for mid-2014 (status: August 2013).

The construction of a concrete mixing plant at the Filderportal began in mid-2013. In addition, the pre-cut should be made in the following months.

Railway boss Rüdiger Grube suggested Gerlinde Kretschmann, the wife of Baden-Württemberg's Prime Minister Winfried Kretschmann , as the tunnel sponsor . After this had been canceled on June 14, 2013, Tülay Schmid, the wife of Deputy Prime Minister Nils Schmid , took over the honorary office.

From autumn 2013, a conveyor belt was to be set up across Gebhard-Müller-Platz for material transport (as of June 2013). It was finally put into operation at the end of March 2016. About 700 tons of material per day should initially be removed via this, a total of about 900,000 tons.

The location of a concrete plant for the production of segments was disputed between the construction companies and the city . The city of Stuttgart insisted on an independent plan approval procedure for such a plant, the DB and the Federal Railway Authority considered this unnecessary. In the end Porr refrained from doing such a work in the Filder region. The contract, for which eight companies had applied in the meantime, was awarded to the precast plant Max Bögl ( Sengenthal , Upper Palatinate ) at the beginning of August 2013 . The 80 million euro order is the largest in the history of the plant.

According to the planning from June 2013, after a system for groundwater control was commissioned, at the end of September 2013, driving at the access gallery at the Wagenburg tunnel should begin. It finally began on November 4, 2013. Due to the lack of an underpass permit for the property at Schützenstrasse 4, the drive was interrupted on November 17, 2013 after no agreement could be reached on the amount of the compensation. By then around 45 m had been driven. After a preliminary agreement, tunneling was resumed at the end of November 2013. The final amount of the compensation will be determined later.

Building Schützenstr. 4th

Uneven settlement on the building at Schützenstrasse 4 led to cracks in the building in January 2014, as a result of which the advance speed was reduced.

The tunnel was ceremoniously inaugurated on July 10, 2014. At the push of a button, the godmother set the cutting wheel of the machine in front of the south portal in motion. The celebration with almost 500 invited guests, including railway boss Rüdiger Grube and Stuttgart's mayor Fritz Kuhn , was accompanied by around 150 demonstrators. An open construction site day took place on the same day.

According to information from October 2013, the machine tunneling from the Filder should begin in September 2014. According to information from October 2013, excavation in the valley basin should begin in June 2014. The start of tunneling, which was last planned for November 11, 2014, did not take place without giving reasons. It finally began on November 27, 2014. The tunneling stopped from mid-December 2014 to the end of January 2015. After the Christmas break, fine adjustments were made from January 7, 2015. At the beginning of January 2015, 86 m had been driven.

From January 27, 2015, the machine was driven around the clock with two ten-hour shifts a day, each with eight employees, six of whom were on the machine. On March 13, 2015, 1000 meters had been driven - including the 130 conventionally driven meters - and 434 segments were installed. On the night of May 16, 2015, the 1000th segment ring was installed, corresponding to a machine advance of 2000 m. Due to a broken production cut in October 2015, tunneling was suspended for about 14 days. In November 2015, the machine under Stuttgart-Hoffeld completed the first tunneling phase after 4,080 meters of tunnel and 1967 segment rings. While the shield jacket remains in the tube, the rest of the machine in the tunnel was to be dismantled and withdrawn in order to start driving the west tube in spring 2016. On December 5, 2015, a worker was seriously injured in an accident.

On April 23, 2016, shortly before the machine driving of the second tube was to begin, an open construction site day took place, which was attended by around 6,000 people. The tunneling finally began on June 7, 2016. During the tunneling under Degerloch, with a distance of more than 100 meters between the tunneling and the buildings, there were a number of residents' complaints. Among other things, Deutsche Bahn referred to the clear compliance with the standard values. On July 4, 2017, the machine broke through in the west tube into the conventionally created geological transition zone.

In November 2017, the machine was supposed to start the third, around 3.6 km long shield drive, from the geological transition zone in the west tube to the turning cavern. The tunneling reached the turning cavern on August 7, 2018. The machine was dismantled into seven parts underground and turned around in mid-September 2018. At the beginning of November 2018, she began the fourth, around 3.4 km long shield drive, which is to be completed in summer 2019. The turning cavern is then to be filled with concrete.

Rescue access at the transition from the main train station to the Filder tunnel, in January 2019

At the beginning of March 2018, conventional tunneling in the central section was completed. At that time, the 19 cross passages were being manufactured, also using conventional methods. In May 2018 the machine reached the Stuttgart-Ost district .

On the occasion of the end of the machine advance, guests pose behind the symbolic keystone (September 9, 2019)

On September 9, 2019, the end of the machine tunneling was celebrated. The speakers included Richard Lutz , Baden-Württemberg's Transport Minister Winfried Hermann and Stuttgart's Mayor Fritz Kuhn . During the mechanical tunneling, which was completed on August 29, 2019, there was a serious accident, but no fatalities.

The shell of the tunnel should be completed by the end of 2019. After almost 15 months of tunneling, the first tube to the main train station was knocked through on February 11, 2020. The second tube was punctured on May 6, 2020.

A connecting structure between two houses had to be torn down near the main train station after considerable cracks had formed during the underpass. According to the railway, the building was built against the rules of technology after the Second World War . The building is to be rebuilt by DB.

The construction time was specified by Deutsche Bahn in the planning approval procedure and at the start of construction as seven years. Five years of this is spent on the shell construction and two years on the technical equipment (superstructure, energy supply, etc.).

According to the working group commissioned with the tunnel construction, there were no serious accidents.

In 2012 and 2013, the European Union contributed 20.6 million euros to the financing of the Filder Tunnel.

Construction engineering

Shield of the tunneling machine after the end of the fourth shield run, in September 2019

Heavy transport of the tunnel boring machine in the port of Stuttgart (2013)

The tunnel boring machine is 120 m long and weighs 2000 t. It has a 10.82 m wide blade and a 20.5 m long auger . 14 engines produce a total output of 4,200 kW. 30 people should work per shift, a total of 80 to 100 people in three shifts. The theoretical maximum advance rate is 10 cm per minute, in practice it should be 4 to 8 cm. The machine's advance shield was already in use in Thuringia. The machine was from a reader of the Stuttgarter Nachrichten on the name SUSE baptized an acronym "quickly reached Stuttgart-Ulm" for.

In the machine tunneling , marl and parlor sandstone are to be broken, the gypsum keuper that occurs in the lower part of the tunnel is to be removed with paring knives . In the area of ​​the main train station, where the basement floors of adjacent buildings with a height difference of about 9 m are to be driven under, uplift injections are planned.

The tunnel wall is made of 53,620 tubbing be formed elements compound with a total weight of about 650,000 tons. Depending on the mountain conditions, they should be 45 to 60 cm thick. The elements are to be produced between spring 2014 and spring 2018 in Sengenthal in the Upper Palatinate and cure there for 28 days. The segments are then transported from Neumarkt in the Upper Palatinate to Altbach ( Esslingen district ) and loaded onto trucks there. A total of 380 train journeys with 20 cars are planned. The further transport of the segment rings takes place on three trucks each via the federal motorway 8 and the federal road 27 . Up to 40 rings are temporarily stored on the construction site. The transport route is around 240 kilometers long. A transshipment at the port of Stuttgart or at the Kornwestheim freight yard had previously been considered.

The last 230 meters in front of the main train station will be constructed in a 18 m high and 20 m wide excavation with an overburden of 8 to 47 m.

A motorway junction for the construction site to the A 8 was discussed in 2014.

Mass concept

The planned excavation is 2.73 million m³.

The excess masses from tunnel construction in the area of ​​the main train station are to be transported away for about a year via the public road network and then via the construction road network planned in the course of the planning approval section 1.1 (main station). The approximately 650,000 m³ of excess masses from this attack are to be used for recultivation and backfilling of the Lochau opencast mine ( Saxony-Anhalt ); the transport is planned by rail.

Cleared area in front of the northern tube of the Wagenburg tunnel, which will serve as a construction site access and later as a rescue access (August 2012)

Construction site at the portal of the northern tube of the Wagenburg tunnel (November 2013)

Masses from the Filder tunnel and the Obertürkheim tunnel between the portal of the Wagenburg tunnel and the area of ​​today's state pavilion are to be transported via a conveyor belt. For this purpose, the state pavilion is to be demolished from mid-May 2012; the work should take a maximum of two months. In the area of ​​the attack on the South Central Station, an excavation of around 88,000 m³ is expected.

The expected excavation of 808,000 m³ from the intermediate attack was to be transported to the B27 via construction roads . The excavated masses of 487,000 m³ expected at the Filderportal attack are to be transported via a farm road to the B27 and on to the A8 . A total of 1.1 million m³ in the southern area is to be used to refill the Bad Friedrichshall- Kochendorf mine . The 0.2 million m³ required for the backfilling of the intermediate attack are to be taken by road to the Weißer Stern and Blumentobel landfills in the Esslingen district and temporarily stored there. Other locations in the Ludwigsburg district , the Friedrichshall potash mine in Sehnde (southeast of Hanover ) or the underground landfill in Heilbronn are planned as alternative recycling locations .

Up to 1.15 million tons of excavated material are to be transported via the B 27 and A 81 to two gypsum quarries in Bochingen (near Oberndorf am Neckar ), which are to be partially filled.

Railway equipment

In December 2016, the catenary system for the tunnel and the subsequent stretch to Wendlingen was put out to tender.

Installation

The commissioning of the tunnel, together with Stuttgart 21, was initially planned for 2019 and has been postponed several times to December 2025.

After its completion, the Filder Tunnel is expected to be the longest double-tube railway tunnel in Germany . In Germany, only the two longest tunnels on the new Hanover – Würzburg line , the Landrückentunnel with 10,779 m and the Mündener Tunnel with 10,525 m will be longer than the Filder Tunnel. They are both one-tube and two-pronged.

business

The traffic forecast for 2015 developed by Deutsche Bahn based on the forecast of the Federal Transport Infrastructure Plan 2003 in 2004 expected a traffic load of 130 long-distance and 108 local trains per day for the tunnel.

A traffic forecast expects 54,400 travelers per day in the Filder Tunnel in 2025 (cross-sectional load).

The operating program for the 2011 stress test in Stuttgart 21 provides for a basic service of eight trains per hour and direction through the tunnel, five of which are regional and three long-distance trains. At peak hour (arrival 7:00 a.m. to 7:59 a.m. at the main station) 14 trains were planned for Stuttgart, 8 of them regional and 6 long-distance trains.

The first expert draft for the Deutschland-Takt (for the year 2030) presented in October 2018 provides for an offer of 10 trains per hour and direction through the tunnel, including six long-distance trains and four regional trains. Additional trains at rush hour are not yet included. The second expert draft submitted in May 2019 provides for 10.5 train pairs per hour, 5.5 of which are long-distance trains and 5 are regional trains.

The third expert draft published in June 2020 provides for 11.5 long-distance and regional trains per hour and direction, including 5.5 long-distance train pairs (3.5 from / towards Ulm, 2 from / towards Nürtingen ), 5 regional train pairs ( 2 Tübingen, 2 Gäubahn, one from / in the direction of Ulm) as well as an hourly pair of trains on the Gäubahn, which can be assigned to either long-distance traffic or fast regional traffic.

technology

In the lower area of ​​the tunnel with the special cross-section of 4.05 m radius, a newly developed, modified S-Bahn overhead line design with two contact wires and a suspension cable was to be used. In the upper area with a mouth profile, an overhead contact line of the Re 330 type was planned.

The tunnel is to be provided with a slab track from the Porr system throughout . The 93 million euro contract tendered in February 2019, which in addition to approx. 34 km of slab track a. a. 3.2 km of mass-spring systems , safety lighting , energy supply and cabling work on the Filder Tunnel and Obertürkheim Tunnel was completed on April 6, 2020.

According to the planning approval documents, punctual train control (PZB) and line train control with Ks signals were initially planned in the tunnel . ETCS should be used as soon as it is available as a class A system . According to information provided by Deutsche Bahn in 2010, the tunnel should be equipped with ETCS Level 2 . Additional equipment with PZB is under discussion. A digital interlocking , ETCS and automated driving operations are now planned as part of the Stuttgart digital node .

Fire protection and security concept

Emergency vehicles in the previously planned 4.05 m special cross-section of the Filder tunnel

According to the original plan, the two tunnel tubes were to be connected to one another by crosscuts at a distance of 1,000 m . Since July 2008, however, a longitudinal spacing of the connecting tunnels of 500 m has been prescribed for new tunnel construction. At the end of November 2009, the Federal Railway Authority rejected an application made by Deutsche Bahn at the end of 2008 not to apply this provision to the project, which was already in the advanced planning phase. As a result, planning had to be rescheduled and cross-passages had to be created with a longitudinal distance of 500 m.

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

The security concept provides for escape routes that are at least 1.20 m wide and 2.20 m high. The slab track should be used by road vehicles and accessible via ramps at the portals. Directional arrows for marking escape routes are provided every 25 m.

A 170 m long rescue driveway with a clearance of 8.50 m and a clearance height of 6.25 m is to be built at the main station, as well as a rescue area of ​​at least 1500 m², which will be connected to Schillerstrasse. A rescue area with a connection to an existing farm road is to be built at the south-east portal (also at least 1,500 m² floor space), as well as a rescue driveway with a width of at least 7.00 m and an extinguishing water tank with a volume of at least 96 m³.

Critics criticize the fire water pipe designed as a dry pipe. The Stuttgart Fire Department demands that a constantly filled (“wet”) extinguishing water pipe be provided in the event of a fire, or at least that it be possible to fill it remotely. If, on the other hand, the fire brigade had to fill the pipe first, it could take up to 45 minutes for the water to be available at the scene of the incident. The shape of the extinguishing water pipe was still controversial between DB and the fire service in October 2013. While the Stuttgart fire department criticizes the 45-minute waiting times for extinguishing water in an emergency, the DB points out that there have been no wet pipes in their tunnels so far. According to information provided by the railway company in May 2014, a fire extinguishing water supply is planned that can push 800 liters of water per minute four kilometers. As part of a reorganization of the fire protection concept, Deutsche Bahn announced in February 2016 that it would build a wet line that would be filled from pump stations in the main train station with a pump pressure of 21 bar. A circulation pump at the tunnel portal should prevent the water from freezing in frost.

Web links

Commons : Fildertunnel  - collection of images, videos and audio files

• Plan approval decision (PDF, 1.6 MB, 327 pages), decision on the 2nd plan change and plan approval documents
• Location, course and permissible speeds of the tunnel on the OpenRailwayMap

Individual evidence

1. ↑ ^{a b} Deutsche Bahn AG, network division, regional area Stuttgart, projects (ed.): The synergy concept Stuttgart 21. The results of the preliminary project . Brochure (44 A4 pages), Stuttgart, 1995, p. 22 f ( PDF file , 14 MB).
2. ↑ Deutsche Bahn AG (Ed.): Current state of affairs Stuttgart 21 (PDF; 95 kB). Information (10 A4 pages) dated December 10, 2009, p. 3.
3. ↑ ^{a b c d e} D-Stuttgart: Construction work for tunnels . Document 2010 / S 87-130705 of May 5, 2010 in the electronic gazette of the European Union.
4. ↑ ^{a b c} "The time of discussion is over". In: Frankfurter Allgemeine Sonntagszeitung , No. 30, July 31, 2011, p. 2. online .
5. ↑ ^{a b c d} Major order for Stuttgart 21 goes to Porr Group . In: The press . August 2, 2011, p. 17 ( online ).
6. ^ ^{A b c} Christian Milankovic, Jan Georg Plavec Sascha Schmierer: The Fildertunnel as a connecting element . In: Stuttgarter Zeitung . July 11, 2014, p. 21 .
7. ^ Tunnel construction for Stuttgart 21: driving and excavation. (PDF) In: bahnprojekt-stuttgart-ulm.de. May 4, 2020, accessed May 6, 2020 . 
8. ↑ Filderstadt tunnel penetrated In: The railway engineer . , Volume 70, No. 10, 2019, ISSN 0013-2810 , p. 57.  
9. ↑ ^{a b} breakthrough in the Südkopf tunnel. Platform hall connected to three of four tubes. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, February 11, 2020, accessed on February 11, 2020 . 
10. ↑ ^{a b} Bahn takes the fourth tube to the main station. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, May 6, 2020, accessed on May 6, 2020 . 
11. ↑ Construction work Stuttgart 21: Fildertunnel. In: bahnprojekt-stuttgart-ulm.de. May 4, 2020, accessed May 6, 2020 . 
12. ↑ ^{a b c d e} DB Projekt GmbH Stuttgart 21 (ed.): Redesign of the Stuttgart railway junction: upgraded and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Planning approval section 1.2 Filder Tunnel. Construction km 0.432 - km 10.030
    Overview height plan track planning , km 0.432 ... 2.191 . Plan from November 2001, released on December 10, 2001, Annex 2.6 of the plan approval decision, sheet 1 of 4, plan approved by resolution of the Federal Railway Office, Karlsruhe / Stuttgart branch, from August 19, 2005 (file number 59160 PAP-PS21-PFA 1.2) .
13. ↑ ^{a b c d} DB Projekt GmbH Stuttgart 21 (Ed.): Redesign of the Stuttgart railway junction: upgraded and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Planning approval section 1.2 Filder Tunnel. Construction km 0.432 - km 10.030
    Overview height map of track planning, km 2.191 … 6.687 . Plan from November 2001, released on December 10, 2001, changed on August 18, 2003 Annex 2.6 of the plan approval decision, sheet 2A of 4, plan approved by decision of the Federal Railway Office, Karlsruhe / Stuttgart branch office of August 19, 2005 (file number 59160 PAP- PS21-PFA 1.2).
14. ↑ ^{a b c d e} DB Projekt GmbH Stuttgart 21 (ed.): Redesign of the Stuttgart railway junction: upgraded and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Planning approval section 1.2 Filder Tunnel. Construction km 0.432 - km 10.030
    Overview height plan track planning, km 6.687… 9.755 . Plan from November 2001, released on December 10, 2001, changed on August 18, 2003 Annex 2.6 of the plan approval decision, sheet 3A of 4, plan approved by decision of the Federal Railway Office, Karlsruhe / Stuttgart branch office, from August 19, 2005 (file number 59160 PAP -PS21-PFA 1.2).
15. ↑ ^{a b c d e f} DB Projekt GmbH Stuttgart 21 (Ed.): Redesign of the Stuttgart railway junction: Expansion and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Planning approval section 1.2 Filder Tunnel. Construction km 0.432 - km 10.030
    Overview height map of track planning, km 9.755 ... 10.030 . Plan dated November 2001, released on December 10, 2001, amended on August 18, 2003 Annex 2.6 of the plan approval decision, sheet 4A of 4, plan approved by decision of the Federal Railway Office, Karlsruhe / Stuttgart branch, dated August 19, 2005 (file number 59160 PAP -PS21-PFA 1.2).
16. ↑ 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, p. 11.
17. ↑ DBProjekt Stuttgart 21 (Ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Planning approval section 1.2 Filder Tunnel. Construction section km 0.432 - km 10.030.
    Overview layout plan track planning, km 9.775… 10.030. Annex 2.5, sheet 4A of 4, plan approved on December 10, 2001, approved by the Federal Railway Authority, Karlsruhe / Stuttgart branch with a resolution of August 19, 2005 (file number 59160 PAP-PS21-PFA 1.2).
18. ↑ ^{a b c d e f g h i j k l m n o p q r s t u} DBProjektBau GmbH (Ed.): Redesign of the Stuttgart railway junction. Expansion and new line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.2 Filder Tunnel. Construction km +0.4 +32.0 to 10.0 +30.0.
    Appendix 1: Explanatory report. Part III: Description of the plan approval section , document dated August 18, 2003 (status: 1st amendment procedure), plan approved by the Federal Railway Office, Karlsruhe / Stuttgart branch with a resolution of August 19, 2005 (file number 59160 PAP-PS21-PFA 1.2), Pp. 1-11, 15-18, 22-25, 33-40, 43, 48.
19. ↑ ^{a b c d e f g h i j k} Eisenbahn-Bundesamt: Plan amendment decision according to § 18d AEG in connection with § 76 Abs. 1 VwVfG and § 18 AEG for the 2nd plan change of the plan approval decision "Redesign of the railway junction Stuttgart" Plan approval section 1.2 Filder tunnel Construction km 0.432 - 10.030 in Stuttgart . Stuttgart February 26, 2013, p. 19, 20, 25, 28–31, 33–35, 57, 77 ( PDF file , 478 kB).
20. ↑ Peter Reinhart: The operational and transport benefits of the Stuttgart-Ulm project. (PDF) A brief overview in highlights. DB Project Stuttgart-Ulm, January 27, 2020, p. 59 , accessed on January 30, 2020 . 
21. ^ Christian Milankovic: Federal government is planning a new rail tunnel in Stuttgart . In: Stuttgarter Zeitung . tape 76 , March 13, 2020, p. 21 ( online for a fee ).
22. ↑ ^{a b c d e} Hany Azer , B. Engel: Stuttgart 21 and NBS Wendlingen – Ulm. In: tunnel. Issue 7/2009, ISSN  0722-6241 , pp. 12-24 ( PDF file , 290 kB).
23. ↑ DBProjekte Süd (ed.): Redesign of the Stuttgart railway node. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Plan approval section 1.6a transfer to Ober- and Untertürkheim. Construction km 1.1 +55 (km 0. 8 + 55 to km 7.2 +20: Stuttgart Hbf - Obertürkheim (-Esslingen). Construction km 0.0 + 00 to km 2.6 + 45: junction Wangen - Untertürkheim (Waiblingen / Remsbahn .)
    Appendix 1: explanatory report, part III. Description of the zoning section document of 12 July 2002, plan established by the Federal Railway Authority, regional office Karlsruhe / Stuttgart by order of 16 May 2007 (Docket 59160 PAP PS21-PFA 1.6a) , P. 26.
24. ↑ ^{a b} DBProjekt Stuttgart 21 (Ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Planning approval section 1.2 Filder Tunnel. Construction section km 0.432 - km 10.030.
    Overview layout plan track planning, km 0.432… 2.191. Annex 2.5, sheet 1A of 4, plan approved on December 10, 2001, approved by the Federal Railway Office, Karlsruhe / Stuttgart branch with a resolution of August 19, 2005 (file number 59160 PAP-PS21-PFA 1.2).
25. ↑ ^{a b} Eisenbahn-Bundesamt (Ed.): Planning approval decision for construction section 1.2 (Fildertunnel) ( Memento of the original from September 21, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. from August 19, 2005 (PDF, 1.6 MB, 327 pages), pp. 292, 304 f. 
26. ↑ ^{a b c} ARGE | FAZ21 (…) (Ed.): Project Stuttgart 21 (…) Plan approval documents PFA 1.2 Fildertunnel (…) Supplement to the 2nd amendment procedure: Approval of mechanical tunneling. Annex 1 E - Explanatory report: III: Description of the plan approval area . Document of August 4, 2010, pp. 2 f, 29, 45, 53.
27. ↑ Vieregg-Rössler GmbH (Ed.): Presentation of the operational deficiencies of the Stuttgart 21 project ( Memento of December 18, 2011 in the Internet Archive ) (PDF file; 86 kB). Munich, August 2008, p. 12.
28. ^ ^{A b c} Walter Wittke: 30 years of tunnel construction in the difficult Stuttgart building site. In: TurmForum Stuttgart 21 e. V. (Ed.): The Stuttgart Project 21. Book accompanying the exhibition in the TurmForum Stuttgart 21. pp. 40–43.
29. ↑ ^{a b c d} DBProjekt Stuttgart 21 (Ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.2 Filder Tunnel. Construction km +0.4 +32.0 to 10.0 +30.0.
    Annex 3: List of buildings , document dated August 18, 2003 (status: 1st amendment procedure), approved by the Federal Railway Office, Karlsruhe / Stuttgart branch with a resolution dated August 19, 2005 (file number 59160 PAP-PS21-PFA 1.2), p. 5-13.
30. ↑ ^{a b} Reimar Baur: Tunnel construction in the Stuttgart 21 project . In: Geotechnics. Volume 25 (2002), Issue 3, pp. 153–156.
31. ^ 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 ( PDF; 657 kB ( Memento of the original from October 20, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check Original and archive link according to instructions and then remove this note. ) 
32. ↑ ^{a b} Peter Marquart : Geology shows its way - tunnel construction in the mountain formations around Stuttgart and on the Swabian Alb. In: geotechnics. 27 (2004), No. 2, pp. 99-103, ISSN  0172-6145 .
33. ^ Joachim Nied, Peter Marquart : Planning, implementation and geology of the major projects Stuttgart 21 and NBS Wendlingen – Ulm. In: Geotechnics. 30 (2007), No. 4, ISSN  0172-6145 , pp. 225-230.
34. ↑ 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. 50–58.
35. ↑ Without author: Planned tunnels in the course of the new Stuttgart – Ulm line. In: tunnel. Issue 5/1993, ISSN  0722-6241 , pp. 288-292.
36. ^ 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.
37. ^ Deutsche Bahn AG, network division, Stuttgart regional area, projects (ed.): Project »Stuttgart 21«. The feasibility study . Brochure (40 A4 pages), Stuttgart, approx. 1995, pp. 5, 32 (similar version as PDF file online, 14 MB).
38. ^ Gerhard Heimerl : Efficient transport as a location factor. In: The Railway Engineer . 1996, No. 5, ISSN  0013-2810 , pp. 8-12.
39. ↑ Stuttgart is gearing up for the future of transport policy. In: Süddeutsche Zeitung . , No. 88, 1996 (supplement), ISSN 0174-4917 , p. 900.  
40. ↑ 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.
41. ^ ^{A b} DBProjekt GmbH Stuttgart 21 (ed.): Project "Stuttgart 21": The spatial planning procedure . Eight-page brochure, Stuttgart, approx. 1997, p. 4 f and supplement variant D 4 - Plieningen western bypass north of the A 8 motorway .
42. ^ H. Dieterle: Stuttgart 21 - A project of the century on the way to realization. In: Civil engineering. 9/1998, pp. 614–620 PDF file ( Memento from February 23, 2014 in the Internet Archive ).
43. ↑ Through the mountain to the south. In: Stuttgart 21. The project magazine. Spring 1999 edition, 1st edition. March 1999, ZDB -ID 1500833-2 , p. 2 f.
44. ↑ ^{a b} Eisenbahn-Bundesamt (Ed.): Plan approval decision according to § 18 Abs. 1 Allgemeine Eisenbahngesetz (AEG) for the renovation of the Stuttgart railway junction "Project Stuttgart 21" plan approval section 1.2 Filder Tunnel ( Memento of the original from 10 August 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. (PDF; 1.6 MB). Stuttgart, August 19, 2005, pp. 1, 97, 98, 100, 101. 
45. ↑ ^{a b} Michael Gerster: Railway has to rework . In: Stuttgarter Nachrichten . April 11, 2003.
46. ↑ Federal Office: “There will be conditions” . In: Stuttgarter Nachrichten . April 11, 2003.
47. ↑ Elke Hauptmann: Stuttgart 21: The fronts remain hardened . In: Neue Württembergische Zeitung , regional edition Göppingen . April 12, 2003.
48. ^ Mathias Bury: Bahn and critics see themselves confirmed . In: Stuttgarter Zeitung . April 12, 2003.
49. ↑ DBProjekt Stuttgart 21 (Ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Site plan track planning, km 4.452… 5.355 . Plan approved as of December 10, 2001. Plan approval section 1.2, Annex 4, Sheet 7A from 18.
50. ↑ DBProjekt Stuttgart 21 (Ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Site plan track planning, km 6.258… 7.148 . Plan approved as of November 18, 2003. Plan approval section 1.2, Annex 4, Sheet 9A of 18.
51. ↑ DBProjekt Stuttgart 21 (Ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Site plan track planning, km 7.148… 7.842 . Plan approved as of August 2003. Plan approval section 1.2, Annex 4, Sheet 10A from 18.
52. ↑ DBProjekt Stuttgart 21 (Ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Site plan track planning, km 5.355… 6.258 . Plan approved as of August 2003. Plan approval section 1.2, Annex 4, Sheet 8 NEW from 18.
53. ↑ Without a source
54. ^ Konstantin Schwarz: In a few weeks building rights for the new main station . In: Stuttgarter Nachrichten . August 31, 2004, p. 15 .
55. ↑ Konstantin Schwarz: More sound insulation and hotel vouchers . In: Stuttgarter Nachrichten . October 8, 2015, p. 19 ( online ).
56. ^ Lawsuits against Fildertunnel ("Stuttgart 21" rail project) unsuccessful. Administrative Court of Baden-Württemberg , February 8, 2007, accessed April 2, 2009 . 
57. ^ Filder tunnel ("Stuttgart 21" rail project) can be built. Federal Administrative Court , June 6, 2008, accessed June 28, 2013 . 
58. ↑ Manuel Bogner: Teacher has to vacate the apartment . In: Südwest Presse . September 20, 2013, ZDB ID 1360527-6 , p. 5 ( online ).
59. ↑ Framework schedule for Stuttgart 21 (=  financing contract for Stuttgart 21. Annex 2.3). 2009 ( PDF file ( Memento from September 28, 2013 in the Internet Archive )). Framework schedule Stuttgart 21 ( Memento of the original from September 28, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
60. ↑ ^{a b} Deutsche Bahn AG (Ed.): Stuttgart 21 - Opportunity / Risk Status . Presentation from September 23, 2011 (online)  ( 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. , P. 9.  
61. ↑ ^{a b} Plan approval documents PFA 1.2 Filder Tunnel: Supplement to the 2 amendment procedure: Approval of mechanical tunneling (TBM). Appendix 3 E. List of buildings . Document dated August 4, 2010, p. 7.
62. ↑ DB ProjektBau: Large-scale project Stuttgart 21 - Wendlingen - Ulm: opportunities and risks (excerpt as PDF file; 2.7 MB), Stuttgart, March 25, 2011, p. 17 (PDF).
63. ↑ Thomas Braun: Bahn has to reckon with a lawsuit for a change of plan . In: Stuttgarter Zeitung (online edition), June 15, 2011.
64. ↑ ^{a b c} Markus Heffner: Work on the underground station will begin in 2013. In: Stuttgarter Zeitung , No. 55, March 6, 2012, p. 19.
65. ↑ Markus Heffner: Preparation of the Filder Tunnel is being prepared. In: Stuttgarter Zeitung , No. 68, 188, August 15, 2012, p. 17 (similar version (online) )
66. ↑ ^{a b} Konstantin Schwarz: Bahn has to correct the schedule for their work again. In: Stuttgarter Nachrichten , October 2, 2012, p. 17 (online)
67. ↑ Railway project Stuttgart – Ulm e. V. (Ed.): Lawsuits against plan changes at the Fildertunnel  ( 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; 112 kB). Press release 043/2013 from May 24, 2013.  
68. ↑ Leo Klimm, Bernd Hops: Stuttgart 21: Threatening backdrop of the railway is crumbling ( memento from July 12, 2011 in the Internet Archive ). Financial Times Deutschland (online edition), July 11, 2011.
69. ↑ Konstantin Schwarz: Railway needs more space for the Filder tunnel construction . In: Stuttgarter Nachrichten . No. 216 , September 18, 2015, p. 19 ( online ).
70. ↑ Valuable Filderböden gone . In: Esslinger Zeitung . September 28, 2015, ZDB -ID 125919-2 , p. 13 .
71. ↑ Federal Railway Office (Ed.): Notification according to § 18 AEG i. V. m. Section 76 (3) VwVfG and Section 18d AEG for the project "Large-scale project Stuttgart 21, plan approval section 1.2, 5th plan change, expansion of the Filderportal construction site facility" in Stuttgart . Stuttgart April 25, 2016 ( PDF file ). PDF file ( Memento of the original from May 5, 2016 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.  
72. ↑ Konstantin Schwarz: Bahn lifts more houses for tunnel construction . In: Stuttgarter Nachrichten . January 23, 2016, p. 21 ( online ).
73. ↑ Thomas Durchdenwald: Bahn threatens new conflict in the Kernerviertel . In: Stuttgarter Zeitung . No. 73 , March 30, 2016, p. 17 ( online ).
74. ↑ Dirk Herrmann: Is the Leaning Tower of Degerloch threatened? In: Stuttgarter Nachrichten . No. 8 , January 12, 2016, p. 13 ( online ).
75. ↑ Change plan approval decision according to § 18 AEG i. V. m. Section 76 (3) VwVfG and Section 18d AEG for the “Large-scale project Stuttgart 21, PFA 1.2; 10. Change of plan "Changed location VBW 1" "in Stuttgart on route 4813 Feuerbach - Stuttgart Hbf deep - Ulm Hbf. (PDF) Federal Railway Office, May 16, 2018, p. 3 , accessed on May 22, 2018 . 
76. ^ Bahn puts out tunnel construction tenders . In: Stuttgarter Nachrichten , May 6, 2010.
77. ^ Michael Isenberg, Konstantin Schwarz: OB contradicts the future Minister of Transport . In: Stuttgarter Nachrichten , around May 6, 2011.
78. ↑ ^{a b} Deutsche Bahn AG (publisher): DB awards tunnel structures to a bidding consortium under the leadership of the PORR Group . Press release from July 30, 2011.
79. ↑ Julia Giertz: "Glück auf": from working underground . In: Black Forest Messenger . March 26, 2015, p. 7 .
80. ^ D-Stuttgart: Construction work for tunnel . Document 2011 / S 170-279671 dated September 6, 2011 in the Electronic Official Journal of the European Union.
81. ↑ Michael Isenberg: "There can be no further accommodation" . In: Stuttgarter Nachrichten , around June 6, 2011.
82. ↑ Christine Klafl: Porr: The moles under Stuttgart. In: Kurier (online edition), August 16, 2011, p. 9.
83. ↑ ^{a b} Martin-Werner Buchenau: "The railway is still like an authority". In: Handelsblatt . No. 241, December 12, 2012, ISSN  0017-7296 , p. 18.
84. ^ Deutsche Bahn presses on with Stuttgart 21 . Railway Gazette International , news from March 8, 2013.
85. ↑ 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 (PDF file , 880 kB), pp. 18, 22.
86. ^ The timetable for Stuttgart 21 ( Memento from February 25, 2010 in the Internet Archive ). In: Stuttgarter Zeitung , December 19, 2008.
87. ↑ ^{a b c d e} With more than 5700 HP from the Fildern in the valley basin . In: Stuttgarter Zeitung . No. 155 , July 9, 2014, p. 24 f . ( online ).
88. ↑ Thomas Braun, Markus Heffner: Project critics criticize “change of plan on demand”. In: Stuttgarter Zeitung , No. 25, January 31, 2012, p. 19.
89. ↑ Konstantin Schwarz: Avoiding construction tunnels spares residents. In: Stuttgarter Nachrichten , August 9, 2012, p. 19. (similar version (online) )
90. ↑ ^{a b c d} Ulrike Derndinger: A drill for the Stuttgart 21 rail project is ready. In: Badische Zeitung , Lahr regional section, October 8, 2012, p. 30 (similar version (online) )
91. ↑ Cedric Rehman: Drilling questions about the drill in the underground . In: Stuttgarter Zeitung . No. 49 , February 28, 2014, p. 43 ( online ).
92. ↑ Markus Heffner: The north entrance is history. In: Stuttgarter Zeitung , May 3, 2012, p. 20 (similar version (online) )
93. ↑ ^{a b c d e} Konstantin Schwarz: 60 kilometers of precision work. In: Stuttgarter Nachrichten , No. 185, August 11, 2012, p. 22 (online)
94. ↑ ^{a b} Through thick and thin. In: reference. ZDB -ID 2663557-4 , issue 3/2012, pp. 4–9 ( PDF file , 2.1 MB).
95. ^ ^{A b c} Konstantin Schwarz: Four kilometers in eight months . In: Stuttgarter Nachrichten . No. 3 , January 5, 2015, p. 17 ( online ).
96. ↑ ^{a b c} Heinz Siebold: The Filderbohrer is already waiting to be used . In: Stuttgarter Zeitung . March 1, 2013, p. 23 ( stuttgarter-zeitung.de ).
97. ↑ ^{a b} Heavy freight for the construction of the Stuttgart 21 tunnel . In: Stuttgarter Nachrichten . December 6, 2013, p. 21 ( online ).
98. ↑ Ulrike Ebner, Christine Bilger, Markus Heffner: The long arrival. Stuttgarter Zeitung, December 13, 2013, accessed on December 14, 2013.
99. ↑ Michael Deufel: Tunnel builders start digging later. In: Stuttgarter Nachrichten , November 17, 2012, p. 19 (similar version (online) )
100. ↑ ^{a b} Bahn is working on a route for the tunnel borer . In: Stuttgarter Nachrichten . August 16, 2013, p. 16 ( online ).
101. ↑ Reiner Ruf: Bahn is investing heavily in the south-west . In: Stuttgarter Zeitung . No. 128 , June 6, 2013, p. 7 (excerpt including title online ).
102. ↑ Gerlinde Kretschmann does not become a tunnel sponsor . In: Stuttgarter Nachrichten . June 14, 2013 ( online ).
103. ↑ Tülay Schmid takes on the sponsorship of the Filder Tunnel . In: Stuttgarter Zeitung . July 11, 2013, p. 6 ( online ).
104. ↑ Thomas Braun, Markus Heffner: The schedule for the Fildertrasse is shaky . In: Stuttgarter Zeitung . June 19, 2013, p. 17 ( online ).
105. ↑ Conveyor belt put into operation . In: Esslinger Zeitung . April 1, 2016, ZDB -ID 125919-2 , p. 6 .
106. ^ Thomas Braun, Markus Heffner: S-21 concrete plant at the fair? In: Stuttgarter Zeitung . June 18, 2013, p. 21 (similar version online ).
107. ↑ ^{a b c d e} Thomas Durchdenwald: Fildertunnel: Concrete parts come from Bavaria . In: Stuttgarter Zeitung . August 12, 2013, p. 17 ( online ).
108. ↑ Porr does not build a concrete plant on the Fildern . In: Stuttgarter Zeitung online, July 16, 2013.
109. ↑ ^{a b c} Thomas Durchdenwald: Bahn insists on completion at the end of 2021 . In: Stuttgarter Zeitung . August 14, 2013, p. 19 ( online ).
110. ↑ Thomas Durchdenwald: Dispute with owners stops tunnel work . In: Stuttgarter Zeitung . No. 275 , November 27, 2013, p. 19 ( online ).
111. ^ Konstantin Schwarz, Michael Isenberg: Stuttgart 21: Construction stop after only 15 days . In: Stuttgarter Nachrichten . No. 272 , November 23, 2013, p. 1 ( online ).
112. ↑ Thomas Durchdenwald: The tunneling in the city center is at a standstill . In: Stuttgarter Zeitung . November 26, 2013, p. 19 ( online ).
113. ↑ Thomas Durchdenwald: After the agreement, the railway continues to dig . In: Stuttgarter Zeitung . No. 277 , November 29, 2013, p. 21 ( online ).
114. ↑ Konstantin Schwarz: Railway brakes when building tunnels . In: Stuttgarter Nachrichten . No. 10 , January 14, 2014, p. 16 ( online ).
115. ↑ Konstantin Schwarz: The great digging begins . In: Stuttgarter Nachrichten . October 29, 2013, p. 16 .
116. ↑ The segment transport starts slowly . In: Esslinger Zeitung . November 11, 2014, ZDB -ID 125919-2 , p. 16 .
117. ↑ Railway project Stuttgart – Ulm e. V. (Hrsg.): Tunneling machine at the Filder Tunnel starts driving and building a ring ( memento of the original from December 3, 2014 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. . Communication dated November 27, 2014. 
118. ↑ Tunnel drill continues to work . In: Stuttgarter Zeitung . No. 23 , 23 January 2015, p. 29 .
119. ↑ Bahn dug 2.5 of 57 kilometers of tunnels . In: Stuttgarter Nachrichten . No. 62 , March 16, 2015, p. 16 ( online ).
120. ↑ 1000 meters of the Filder tunnel completed . In: Esslinger Zeitung . March 14, 2015, ZDB -ID 125919-2 , p. 7 ( online ).
121. ↑ Press release: Fildertunnel has reached the 1000-meter mark ( memento from March 14, 2015 in the web archive archive.today ), Stuttgart, March 13, 2015.
122. ↑ Filder tunnel at 2000 meters . In: Stuttgarter Zeitung . May 18, 2015, p. 16 ( online ).
123. ↑ Christian Milankovic: A lack of permits is slowing the railway . In: Stuttgarter Zeitung . tape 71 , no. 242 , October 20, 2015 (among other titles online ).
124. ↑ The tunneling machine ends the first run . In: Stuttgarter Zeitung . tape 71 , no. 265 , November 16, 2015, p. 19 .
125. ↑ Accident at work on the S-21 construction site . In: Esslinger Zeitung . December 7, 2015, ZDB -ID 125919-2 , p. 6 ( online for a fee ).
126. ↑ 30,000 visitors inspect the S-21 construction site . In: Stuttgarter Nachrichten . No. 4 , January 7, 2016, p. 18 ( online under a similar title ).
127. ↑ Open doors arouse the curiosity of thousands of visitors . In: Stuttgarter Nachrichten . tape 72 , no. 95 , April 25, 2016, p. 19 .
128. ↑ 6000 visitors to the Filder Tunnel . In: Esslinger Zeitung . April 25, 2016, ZDB -ID 125919-2 , p. 6 .
129. ↑ SUSE tunnel boring machine starts second shield run , June 7, 2016
130. ↑ Tilman Baur: Blasting for the Filder tunnel disturb citizens . In: Stuttgarter Zeitung . tape 73 , May 3, 2017, p. 3 .
131. ↑ ^{a b} Breakthrough in the Filder Tunnel. The “Suse” tunneling machine successfully completes the second shield run in the upper Filder tunnel. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, July 5, 2017, accessed on July 5, 2017 . 
132. ↑ ^{a b} "SUSE" begins in November, the third shield drive to the already completed turning cavern. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, October 20, 2017, accessed on October 23, 2017 . 
133. ↑ ^{a b} "SUSE" masters third shield run in the Filder tunnel. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, August 7, 2018, accessed on August 7, 2018 . 
134. ↑ Disassembled “SUSE” completely turned in the Filder tunnel. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, September 19, 2018, accessed September 30, 2018 . 
135. ↑ "SUSE" starts for the fourth shield trip. In: bahnprojekt-stuttgart-ulm.de. Stuttgart-Ulm rail project, November 2, 2018, accessed on November 12, 2018 . 
136. ↑ ^{a b} Blasting in the main tubes of the Filder Tunnel ended. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, March 8, 2018, accessed March 8, 2018 . 
137. ↑ S 21 reaches the east of Stuttgart . In: Stuttgarter Nachrichten . tape 73 , May 16, 2018, p. 4 .
138. ↑ Tunnel boring machine "SUSE" has finished its work. Milestone in the construction of the Filder Tunnel. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, September 9, 2019, accessed on September 10, 2019 . 
139. ↑ "Suse" starts her third shield trip . In: Esslinger Zeitung . November 20, 2017, ZDB -ID 125919-2 , p. 14 .
140. ↑ ^{a b} respect for the mountain . In: Bahnprojekt Stuttgart – Ulm e. V. (Ed.): Reference . No. April 28 , 2020, ZDB -ID 2663557-4 , p. 22-25 ( PDF ).
141. ^ Mathias Kuhn: Good luck for the Beate tunnel . In: Esslinger Zeitung . December 5, 2015, ZDB -ID 125919-2 , p. 5 ( online ).
142. ↑ Filder Tunnel - the last breakthrough to the main train station. In: youtube.com. Stuttgart – Ulm rail project, May 6, 2020, accessed on May 8, 2020 . 
143. ^ Konstantin Schwarz: EU gives money for Stuttgart 21 and route to Ulm . In: Stuttgarter Nachrichten . No. 16 , January 21, 2014, p. 15 ( online ).
144. ^ Stuttgart 21 - Suse is now going downhill Stuttgarter Nachrichten online, July 9, 2014.
145. ↑ million tons of soil . In: Südwestpresse. January 26, 2008.
146. ^ Konstantin Schwarz: Rock from the Fildertunnel to Oberndorf . In: Stuttgarter Nachrichten . June 14, 2013, p. 21 ( online ).
147. ^ Germany-Stuttgart: Catenary construction work. Document 2016 / S 244-445892. In: Supplement to the Electronic Official Journal of the European Union . December 17, 2016, accessed on December 29, 2016 (German). 
148. ↑ 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 - Supplement (adaptation to the BVWP 2003) . As of October 4, 2004, p. 37.
149. ^ Verband Region Stuttgart (ed.): Annex 4.1 to template 190/2013; Examination of the transport committee on May 8, 2013 . May 8, 2013, p. 4 ( PDF file (5 MB)).
150. ↑ Basic timetable (26 trains) with peak hour trains (49 trains) according to the design by DB Netz. (PDF) DB Netz AG, State of Baden-Württemberg, June 30, 2011, accessed on October 26, 2018 . 
151. ↑ Stress test Stuttgart 21. (PDF) Timetable robustness test . DB Netz AG, June 30, 2011, p. 42 , accessed October 26, 2018 . 
152. ↑ Target timetable Germany-Takt: First expert draft Baden-Württemberg. (PDF) SMA und Partner , October 9, 2018, accessed on October 22, 2018 . 
153. ↑ Destination timetable Germany-Takt. (PDF) Second expert draft Baden-Württemberg. SMA und Partner , May 7, 2019, accessed May 7, 2019 . 
154. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed June 30, 2020 . 
155. ↑ ^{a b} First major order for the construction of the track bed. Bahn awards for 92 million euros. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, May 5, 2020, accessed on May 5, 2020 . 
156. ^ Germany-Stuttgart: Construction work for railway lines. In: ted.europa.eu. February 25, 2019, accessed May 15, 2020 . 
157. ^ Germany-Stuttgart: Construction work for railway lines. Document 2020 / S 090-215492. In: Tenders Electronic Daily . May 8, 2020, accessed May 14, 2020 . 
158. ↑ Jörg Nauke: S-Bahn is becoming a cost driver . In: Stuttgarter Zeitung . November 3, 2010.
159. ^ Jens Bergmann: Digital node Stuttgart. (PDF) Declaration by DB Netz AG on content and objectives. DB Netz, April 21, 2020, pp. 3, 5 , accessed on April 24, 2020 . 
160. ↑ Dispute over the rescue tunnel . In: Neue Württembergische Zeitung . October 14, 2009, p. 17 .
161. ↑ Federal Railway Office: Federal Railway Office decides in tunnel construction in favor of safety for rail travelers  ( 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. . Press release from November 27, 2009.  
162. ^ Deutsche Bahn AG: Wolfgang Drexler welcomes the decision of the Federal Railway Authority . Press release from November 27, 2009.
163. ↑ Josef Schunder: Fire Brigade: Rescuers in the Filder Tunnel sentenced to wait . In: Stuttgarter Nachrichten . October 19, 2011, p. 17 (similar version online ).
164. ↑ Josef Schunder: Patience with the train is exhausted. In: Stuttgarter Nachrichten . February 15, 2012 (online)
165. ↑ Thomas Braun: Fire protection remains a hot topic . In: Stuttgarter Zeitung . No. 246 , October 23, 2013, p. 17 ( online ).
166. ^ Konstantin Schwarz, Michael Deufel: Railway: Fire protection at S 21 works . In: Stuttgarter Nachrichten . No. 99 , April 30, 2014, p. 23 (similar version online ).
167. ↑ Andreas Böhme: New fire protection concept for Stuttgart 21 . In: Südwest Presse . February 16, 2016, ZDB -ID 1360527-6 , p. 5 .