Airport tunnel (Stuttgart)

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Stuttgart airport tunnel
Route of the airport tunnel (Stuttgart)
The railway line designated as the airport tunnel (purple)
in the area of ​​Stuttgart Airport
(outdated planning status, approx. 2010)
Route number (DB) : 4705
Route length: 3.0 km
Gauge : 1435 mm ( standard gauge )
Power system : 15 kV 16.7 Hz  ~
Maximum slope : 29  ‰
Minimum radius : ~ 275 m
Top speed: 100 km / h
Dual track : continuous
Legend
   
 New line from Stuttgart
   
 0.0 Stuttgart Filder Heerstraße (Abzw)
   
 New line to Wendlingen (see below)
   
 (Beginning of tunnel)
   
 0.7 Federal motorway 8
   
 1.8 Station NBS
   
 1.9 Airport curve
   
 2.5 Federal motorway 8
   
 (End of tunnel)
   
 New line from Stuttgart (see above)
   
 3.0 Stuttgart Filder Plieningen (Abzw)
   
 New line to Wendlingen
Swell:

The airport tunnel in Stuttgart is a largely underground railway line planned as part of the Stuttgart 21 project to connect the Filder station at Stuttgart Airport to the new Stuttgart – Wendlingen line on both sides . The route, which runs mainly underground, is part of the planning approval section 1.3a of Stuttgart 21.

The 3.026-kilometer, double-track line includes two 2.222 and 2.376 kilometers long single-track tunnels, the NBS station and above-ground areas. Although the route also includes aboveground areas, it is known as an airport tunnel , including its aboveground areas .

Of a total of 4,935 m of underground structures, 216 m have been driven (as of August 10, 2020).

course

View (in north-west direction) of the airport (front) and exhibition grounds (center).

While the new line is to run north parallel to the motorway (at the back) , the railway line known as the airport tunnel will cross under the exhibition halls in order to reach the airport train station near the terminal. From there, the route leads east (right) to merge again after about 3.0 kilometers with the new line towards Wendlingen / Ulm.

The railway line leads out of the new Stuttgart – Wendlingen line with route kilometers 0.0 at construction kilometer 10.4 (around 0.4 kilometers southeast of the south-east portal of the Filder Tunnel ). At km 0.6 it crosses the track under the new line (km 10.9) in an arc initially in a south-westerly direction and at km 0.9 it changes to an opposite left-hand arc in an easterly direction. After the Filderbahnhof (station NBS), the line turns in a north-easterly direction into a left curve. The airport curve is crossed at km 2.1 . At route kilometer 2.5, the northern track crosses under the new line (in km 12.5), while the southern track reaches a southern parallel position to the new line.

At kilometer 13.1 ( Plieningen junction ), both tracks merge into the new line towards Ulm. The route ends with route kilometers 3.026.

The two tunnel tubes reach an overlap of up to 21 meters and are to be connected with each other via cross passages. The tubes are supposed to pass through horizontal layers of clay silt stones. The expected high horizontal stresses should be taken into account when designing and building the tunnel. Provision has been made for the planned lines under Halls 3 and 4 of the trade fair and under the congress center. The tunnel construction was taken into account accordingly in the structural analysis .

The route should be drivable at 80 km / h in the western part, including the airport train station, and at 100 km / h in the eastern part (status: "Stress test", 2011).

history

In August 2018, the shell of the planning approval section 1.3a was tendered, including the airport tunnel. The construction contract was awarded on October 14, 2019 for around 481 million euros to a bidding consortium of the companies Züblin AG and Max Bögl . The airport tunnel, including the airport train station and a 3.1 km long section of the new line, account for 387 million euros of the contract.

construction

The two tunnels are to be built largely by mining. In both tubes, around 0.2 km long areas are to be created using the open construction method at both ends.

The A8 was swiveled from May 2020 for the construction of sections in the eastern part of the tunnel to be constructed using the cut-and-cover method. The symbolic attack for the mining part took place on July 20, 2020. The tunnel sponsor is Ariana Freitag, Managing Director of Flughafen Stuttgart GmbH .

The drive is carried out from three sides simultaneously. When driving to the east, a driving line of two meters per day is to be achieved. The drive should reach the fair forecourt at the end of 2021.

business

A traffic forecast expects a cross-sectional load of 14,900 passengers per day on the western part of the route in 2025. On the eastern part, 11,000 passengers a day are expected.

discourse

According to the planning status of 2004, the western connection, which was initially only planned to be a single track, could optionally be expanded to two tracks. At the end of July 2010, the Baden-Württemberg Ministry of Transport suggested that the second track be built during the construction work on Stuttgart 21. On behalf of the project partners, Deutsche Bahn examined the implementation of this second track in autumn 2010. Railway boss Rüdiger Grube said in mid-December 2010 that DB had firm plans to build the second track; he does not want to anticipate the necessary decision by the project sponsors. The corresponding meeting was expected in March 2011 for June 2011. The additional construction costs of the double-track variant are put at 30 million euros. A further 5.1 million euros are budgeted for the associated planning costs.

The financing of these additional costs has not yet been clarified (as of March 2011). So far, only one planning has been commissioned.

A working paper drawn up in 2008 and made public at the end of July 2010 had urgently recommended the double-track expansion. In 2008, eleven trains (total of both directions) were assumed on the single-track section, with an occupancy time of 40 minutes per hour; In the (double-track) section of the new line passing the airport, however, one train per hour and direction was planned. Heiner Geißler , who was entrusted with the arbitration of the Stuttgart 21 project , also proposed in his arbitration ruling on November 30, 2010 that the connection to the west should be double-tracked.

According to the state, a performance study showed that "qualitatively reliable operational management" is possible with the single-track solution. (Status: April 2009) At the end of 2010, Deutsche Bahn assumed an occupancy rate of the single-track connection of 50 percent, with a double-track connection of 30 percent each.

Critics also criticize the connection to the west , which is designed for no more than 80 km / h (300 m curve radius ).

technology

The order for the superstructure ( slab track ), which u. a. The tunnel safety lighting , power supply and cable laying as well as the assembly of doors were also put out to tender in February 2019.

The route is part of the Stuttgart digital node . It is to be controlled by a digital interlocking and equipped with ETCS and automated driving . It is planned ETCS Level 2 "without signals".

Web links

Individual evidence

  1. ↑ a b Length of the route , including above-ground areas, taken from: Site plan, track planning, junction and south bypass Plieningen NBS km 12.735… 13.665 / FT km 2.693… 3.026 . Plan approval documents Plan approval section 1.3a, Annex 4.1, Sheet 5 of 10 from September 16, 2013. Available as a ZIP archive on a page of the Stuttgart Government Council.
  2. ↑ a b c SMA & Partner AG : Audit for the operational quality review Stuttgart 21st final report . July 21, 2011, "Version 1-00", profile IN-03, p. 3 ( schlichtung-s21.de PDF; 3.3 MB, page 32).
  3. ↑ a b SMA and Partner AG (ed.): Memo: New building project Stuttgart - Ulm. June 4, 2008 . (PDF, 14 pages, 7.1 MB).
  4. ↑ 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).
  5. ^ Josef Schunder: A 8 becomes an obstacle course . In: Stuttgarter Nachrichten . No. 195 , August 25, 2015, p. 18 ( stuttgarter-nachrichten.de ).
  6. ↑ a b Explanatory Report III: Description of the plan approval area . Plan approval documents Plan approval section 1.3a, Annex 1, Part III, from May 29, 2015, pp. 26-29, 86. Available as a ZIP archive on a page of the Stuttgart Government Council.
  7. ↑ Construction work Stuttgart 21. (PDF) Airport tunnel. In: bahnprojekt-stuttgart-ulm.de. DB Project Stuttgart – Ulm, August 10, 2020, accessed on August 11, 2020 .
  8. ^ Reimar Baur: Tunnel construction in the Stuttgart 21 project . In: Geotechnics. Volume 25, 2002, Issue 3, pp. 153–156.
  9. ↑ Jörg Hamann, Konstantin Schwarz: “Now it's about optimization”. In: Stuttgarter Nachrichten . No. 134, June 13, 2012, p. 18 (similar version stuttgarter-nachrichten.de ).
  10. ↑ Germany-Stuttgart: Construction work for bridges, tunnels, shafts and underpasses. Document 2018 / S 158-363200. In: Supplement to the Electronic Official Journal of the European Union . August 18, 2018. Retrieved August 22, 2018 .
  11. ↑ Construction work on the airport link resumed. Bahn awards contract worth around 500 million. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, October 17, 2019, accessed on October 26, 2019 .
  12. ^ A b Germany-Stuttgart: Construction work for bridges, tunnels, shafts and underpasses. Document 2019 / S 230-565065. In: Supplement to the Electronic Official Journal of the European Union . November 28, 2019, accessed November 29, 2019 .
  13. ↑ A8 near Plieningen is swiveled. The motorway remains passable throughout. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, May 12, 2020, accessed on May 16, 2020 .
  14. ↑ Stuttgart 21 update airport tunnel (June 3rd, 2020). In: S21Bau.TV. IG Bürger for Baden Württemberg, June 3, 2020, accessed on July 26, 2020 .
  15. ^ Christian Milankovic: Tunnel construction at the airport from June . In: Stuttgarter Zeitung . tape 76 , March 20, 2020, p. 17 ( stuttgarter-zeitung.de ).
  16. ↑ The airport tunnel was ceremoniously posted. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, July 23, 2020, accessed on July 26, 2020 .
  17. ↑ Christian Milankovic: Tunnel builders on the Filder do not want to lose any time . In: Stuttgarter Nachrichten . tape 75 , no. 141 , June 22, 2020, p. 14 ( online ).
  18. ^ Verband Region Stuttgart (ed.): Annex 4.1 to template 190/2013; Examination of the transport committee on May 8th, 2013 . May 8, 2013, p. 4 ( gecms.region-stuttgart.org [PDF; 5.0 MB ]).
  19. ↑ Klaus Arnoldi: Plea for needs-based expansion , PDF from April 2, 2004 (8 pages, 880 kiB).
  20. ↑ Ministry for the Environment, Nature Conservation and Transport Baden-Württemberg (ed.): Working paper circulating on the Internet from 2008 on regional transport in the Stuttgart region after the completion of the Stuttgart 21 rail project causes confusion . Press release from July 29, 2010.
  21. ↑ Slight unpunctuality has serious consequences. ( Memento from October 18, 2010 in the Internet Archive ) In: Stuttgarter Zeitung . October 15, 2010.
  22. ↑ The railway is checking an additional track . In: Stuttgarter Nachrichten , July 30, 2010.
  23. ↑ Jörg Hamann, Michael Isenberg: “Risk buffer is not for rework”. In: Stuttgarter Nachrichten . December 13, 2010, p. 3. ( stuttgarter-nachrichten.de ).
  24. ^ Konstantin Schwarz: The steering committee was adjourned again. In: Stuttgarter Nachrichten . ( stuttgarter-nachrichten.de ), March 2011.
  25. ↑ Thomas Wüpper: Proponents keep silent about cost increases . In: Stuttgarter Zeitung , September 1, 2011. ( stuttgarter-zeitung.de ).
  26. ↑ DB ProjektBau: Large-scale project Stuttgart 21 - Wendlingen - Ulm: opportunities and risks (excerpt as PDF; 2.7 MB), Stuttgart, March 25, 2011, p. 19.
  27. ↑ SMA and Partner: Statement by SMA and Partner AG on the publication of confidential meeting documents ( memento of October 9, 2010 in the Internet Archive ) (PDF; 65 kB). "Version 1-00" of July 28, 2010, in particular p. 3 f.
  28. ↑ SMA + Partner (ed.): Discussion of the Stuttgart - Ulm rail project . Presentation slides ( Part 1 (PDF; 7.6 MB), Part 2 ; PDF; 7.5 MB), p. 16.
  29. ↑ Arbitration Stuttgart 21 PLUS (PDF; 82 kB). November 30, 2010, p. 13.
  30. ^ Ministry of the Interior of Baden-Wuerttemberg (Ed.): Offer conception for regional transport Baden-Wuerttemberg 2020 and operating program Stuttgart 21 (PDF; 105 kB). Six page document from April 2009, p. 4.
  31. ↑ Second specialist arbitration (PDF; 563 kB), presentation slides by Ingulf Leuschel, presented in the 3rd specialist arbitration on the Stuttgart 21 project on October 29, 2010, p. 5.
  32. ↑ Vieregg-Rössler GmbH (Ed.): Presentation of the operational deficiencies of the Stuttgart 21 project ( Memento of December 18, 2011 in the Internet Archive ) (PDF; 86 kB). Munich, August 2008, p. 10.
  33. ^ Germany-Stuttgart: Construction work for railway lines. In: ted.europa.eu. February 25, 2019, accessed May 15, 2020 .
  34. ^ 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 .
  35. ↑ Michael Kümmling: ETCS equipment areas Stuttgart 21. (PDF) (No longer available online.) In : barkerportal.noncd.db.de. Deutsche Bahn, May 10, 2019, archived from the original on October 21, 2019 ; accessed on October 21, 2019 (Annex 03.1.10 - overview sketch ETCS equipment stand.pdf).