Expansion and new construction of the Karlsruhe – Basel line

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This article deals with the Karlsruhe – Basel high-speed route, also known as the Rhine Valley route, for other meanings see Rhine Valley route .

Expansion and new construction of the Karlsruhe – Basel line
Route number (DB) :	4280 (high-speed route) 4000 ( existing route ) 4020 ( existing route )
Course book section (DB) :	702
Route length:	186.450 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Top speed:	250 km / h
Dual track :	continuous
Legend (Existing routes only in part) from Mannheim or Stuttgart 72.9 Karlsruhe main station Rheintalbahn to Rastatt (see Rheinbahn ) 85, 0 Bashaide (Bk (until March 27, 2017), Bf (since October 4, 2018), Abzw planned) Rheinbahn to Rastatt 91.8 Kreuzacker Rastatt tunnel (4270 m) Rheintalbahn Rastatt – Karlsruhe Murg Valley Railway Rastatt – Freudenstadt A 5 Rheintalbahn from Rastatt 101.3 Rastatt South ( Abzw ) 105.3 Baden-Baden Europabahn from / to Strasbourg 141.7 Offenburg North ( Abzw ) Offenburg tunnel (approx. 7000 m, planned) 145.5 Offenburg 146.1 Offenburg South ( Abzw ) Black Forest Railway to Donaueschingen 181.0 Kenzingen Rhine Valley Railway to Freiburg Massener Tunnel (1956 m, planned) Rhine Valley Railway from Freiburg 231.8 Buggingen (Hp + Abzw) 242.7 Schliengen North (Abzw) Rhine Valley Railway to Basel 245.4 Katzenberg tunnel (9385 m) 254.7 259.4 Rhine Valley Railway from Offenburg 264.3 265.3 Haltingen kilometer jump 267,600 Because on the Rhine Basel Bad Rbf 267.745 Border Germany - Switzerland new meadow bridge 270.688 Basel Bad Bf second Basel connecting railway bridge (in operation since 2012) Gellert North to Basel SBB RB (Muttenz) from Olten 275.138 Basel SBB to Strasbourg Swell:

The upgraded and new Karlsruhe – Basel line (ABS / NBS Karlsruhe – Basel) is a high-speed line that is largely under construction parallel to the Mannheim – Basel line . The project aims to increase capacity by segregating passenger and freight traffic between Karlsruhe and Basel . In long-distance passenger transport, the travel time between Karlsruhe and Basel is to be shortened by 31 minutes. The project is part of the Rotterdam - Genoa corridor and (in sections) the main line for Europe ( Paris - Budapest ).

On the existing section between Rastatt-Süd and Offenburg, the two new tracks run right next to the existing railway line. The high-speed line planned since the mid-1980s went into operation on the first sections from 1993. The section between Rastatt Süd and Offenburg and the Katzenberg tunnel have been completed, while construction work is taking place in other sections and building rights have not yet been granted in others. The main unfinished sub-projects are the Rastatt tunnel , the Offenburg tunnel , the freight train line from Offenburg to Auggen with the western bypass of Freiburg for freight traffic and the expansion of the existing line parallel to the freight train line for 250 km / h and in sections on four tracks.

The completion of the entire project is open (as of December 2013). The federal government may consider completion by 2030 to be possible. Planning services in Sections 7.2 to 7.4 are planned for the end of 2042.

The planned total costs amount to 6.172 billion euros (price as of April 2013). By the end of 2014, 2.270 billion had been spent. Deutsche Bahn is assuming 7.1 billion (as of 2015).

course

Between Karlsruhe and Offenburg , the route runs closely parallel to the existing Rhine Valley Railway . From Offenburg to Buggingen , a new line is to be built parallel to the A 5 , bypassing the Freiburg area extensively . This includes a tunnel that branches off north of Offenburg so that freight trains can bypass this city. On this route, which can be driven at 160 km / h, mainly freight trains are to run in the future. Dense settlement and the relief of the effects of freight traffic were decisive reasons for choosing this variant. The existing Rhine Valley Railway, which runs through Freiburg, is being expanded at the same time from Offenburg to Kenzingen for 250 km / h and will receive four tracks in sections. From Kenzingen via Freiburg to Buggingen, the route will be upgraded for a speed of 200 km / h and will mainly be used by passenger traffic.

South portal of the Katzenberg tunnel

At Buggingen, south of Freiburg, the freight bypass and the Rhine Valley Railway will meet again and run parallel to Schliengen . Between Schliengen and Eimeldingen is the Katzenberg Tunnel , which is 9.4 kilometers long and is the largest single structure on the route. The winding route in this area is shortened and bypassed by passenger trains in the tunnel. In the further course, passenger and freight tracks will run parallel to the Basel node .

The route between Rastatt Süd and Offenburg can be driven at 250 km / h. It should also be possible to drive this speed between Offenburg and Kenzingen and between Buggingen and Basel after the construction work is complete. The planned freight train route is designed for 160 km / h. According to the Federal Government, an increase to 300 km / h in the sections that have not yet been approved would be complex in terms of planning, but would not result in significant travel time advantages. The projected top speed of 250 km / h, in contrast to the 300 km / h achieved on newer new lines, is the result of the planning started in the 1980s. The line between the Rastatt train station and Rastatt-Niederbühl is still double-tracked, which is to be remedied with the construction of the Rastatt tunnel . The rest of the area between Offenburg and Freiburg and further south is still being planned.

The 60,000-inhabitant city of Offenburg is to be crossed under the 7 km long Offenburg tunnel. On January 28, 2016, the German Bundestag decided to build and finance this tunnel.

history

background

As early as the 20th century, requests were made for a new line to economically strengthen the area of ​​the central and southern Upper Rhine and to enable additional local transport.

A study for the board of directors of the Deutsche Bundesbahn suggested in 1964 that straightening - especially at Rastatt and Offenburg - could save considerable travel time.

In the expansion program for the network of the German Federal Railroad , presented in 1970, it was planned to build a 50 km long new line by 1985 to relieve the particularly heavily used section between Rastatt and Offenburg. The route should branch off the existing Karlsruhe – Ettlingen West – Rastatt line at Muggensturm and bypass Rastatt to the east and Achern to the west. To the north of Offenburg, the line should re-join the existing line. The city of Rastatt was doing in the shunt be connected to the new route. The new section between the Rastatt area and Offenburg was assigned the second highest priority level of the expansion plan, which was to be implemented by 1985. The new construction of the sections between Mannheim and Karlsruhe and between Offenburg and Basel should be completed after 1985.

In the first half of the 1970s, an almost direct new line from Karlsruhe to Basel with a large clearance profile (for truck transport in closed high-speed cars) was planned, but the planning was updated in the second half of the 1970s. In mid-July 1979, plans of the Federal Railroad became known not to provide a completely new line for the line. Instead, the new tracks should largely be laid next to the existing route.

In 1990, around 320 trains ran on the existing route on weekdays (in both directions). In 1992 the existing line between Offenburg and Basel was loaded with around 130 trains per day and direction; In the direction of Basel in particular, the route was considered overloaded with a calculated capacity of around 110 trains per day. The forecast for the Federal Transport Infrastructure Plan for 1992 expected an increase in the number of trains south of Offenburg from 133 trains (as of 1992) to 190 trains per day and direction.

planning

On the basis of economic and business studies across all modes of transport carried out by the Federal Ministry of Transport, the new and upgraded line (Karlsruhe–) Rastatt – Offenburg – Basel was included in the Federal Transport Infrastructure Plan 1980 (BVWP 1980). As part of Stage I of the BVWP 1980, a new double-track line between Rastatt and Offenburg was initially planned for 960 million DM until 1990. In addition, a three-track expansion with line improvements was planned between Offenburg and Basel. A total of 2.5 billion DM (price as of 1978) should be invested in the project. For the period after 1990 ( stage II ), the Federal Transport Infrastructure Plan 1980 provided for an additional track between Offenburg and Basel. At the end of 1980 planning was in progress with the aim of being able to initiate the first regional planning procedures in 1981 . In 1981 a planning group for an upgraded and new line was founded in Karlsruhe. The regional planning procedure for the Karlsruhe – Basel section was carried out in 1983 and 1984.

In the mid-1980s, the section between Offenburg and Rastatt in particular was considered overloaded. Around 290 trains ran through this bottleneck every day, and even more on peak days. The congestion of the section was given by the Federal Railroad at that time as 30 percent. Up to the turn of the millennium, an increase to 350 trains per day was expected. At that time, a new section of around 70 kilometers between Durmersheim and Offenburg parallel to the existing line for 250 km / h, an expansion for 200 km / h between Offenburg and Schliengen (with measures to maximize capacity), and a new section of around 20 kilometers between Schliengen and Basel as well as the planning consideration of a third track south of Offenburg. The project was 2.3 billion Deutschmark cost and be completed 1995th The cost-benefit analysis for the Federal Transport Infrastructure Plan showed a benefit-cost ratio of 5.4 for the entire Karlsruhe – Basel project.

Preparations for the regional planning and planning approval procedure began in 1984. The first regional planning procedure for the Karlsruhe – Offenburg section was successfully completed in autumn 1984. The detailed planning was then immediately started and the first plan approval procedure for the Achern area was opened in 1985. The entire expansion project, as part of which almost 80 percent of the route was to be made passable at 200 km / h, should be completed by 1994 if possible.

In February 1988, the regional planning procedure was initiated in the Schliengen – Basel section.

In the Federal Transport Infrastructure Plan 1985 , a four-track expansion between Karlsruhe and Offenburg was planned. In the continuation to Basel, the capacity of the two existing tracks should be expanded and an option for a third track should be considered. The route between Offenburg and Schliengen should be expanded to a speed of 200 km / h with relatively little effort. In the urgent need of the BVWP 1985, the so-called 1st stage of the ABS / NBS Karlsruhe - Offenburg - Basel with investment costs of 1,678 million DM was carried out. A further DM 532 million was earmarked for the second stage in the planning section .

Due to the new construction and expansion of the transalpine railway connections (between Switzerland and Italy and between Austria and Italy), the planning in the Karlsruhe – Basel section was checked for sufficient capacity around 1989. Although the expansion of the existing line by two tracks that could be used at 250 km / h was not yet included in the 1985 Federal Transport Infrastructure Plan, this expansion was already planned. The Deutsche Bundesbahn started the preliminary planning for this in 1989. For the section between Freiburg and Basel, three variant groups were developed that can be combined with one another: along the Rhine Valley Railway, along the federal motorway and bypass roads. The result of the preliminary planning presented in 1990 expected costs of around four billion DM, plus / minus 15 percent, depending on the variant. Considerations to bypass Freiburg with a distance about 7.5 kilometers shorter than the existing one and instead offer a stop further away from the city at the intersection with the Breisachbahn near Hochdorf, have meanwhile been discarded. Instead, this Freiburg bypass should only be used by freight trains and special trains passing Freiburg.

In the second half of 1993, the four-track expansion of the Rhine Valley Railway was planned in the draft of the Federal Transport Infrastructure Plan for 1992. In addition to Switzerland's NEAT decision, there was also the decision to implement the Betuweroute in the Netherlands, the night-time truck ban introduced in Austria on December 1, 1989, the introduction of the EC internal market on January 1, 1993 and the desired expansion of local rail transport were decisive for this decision. A planned three-track expansion of the section was rejected due to insufficient capacities and operational difficulties.

In mid-1986, DB expected to begin construction the following year and complete the project by 1994. A new line was to be built between Rastatt and Offenburg, and the maximum permissible speed was to be increased to at least 200 km / h on the rest of the line to Basel (with selective line improvements).

The board of directors of the Deutsche Bundesbahn decided to expand in December 1986. On January 1, 1987, the permit for the construction of the Karlsruhe – Offenburg section was granted. On January 21, 1987, Federal Transport Minister Werner Dollinger, in agreement with the Federal Minister of Finance, complied with this request from the then Deutsche Bundesbahn and approved the funds for the construction of the line in accordance with Section 14.3c of the Federal Railway Act. At that time the costs were estimated at around 2.3 billion D-Marks ; construction was to begin in 1987 after the first planning approval procedure had been initiated. In the final stage, the travel time between Hamburg and Basel should be reduced by over two to five and a half hours. The maximum speed between Karlsruhe and Offenburg should be 250 km / h, and between Offenburg and Basel 200 km / h. The existing Rhine Valley Railway between Karlsruhe and Offenburg was to be expanded for a continuous 160 km / h.

In December 1987 the first planning approval decision (for section 4) became final. In the same month, the first pile-driving for a new bridge over the Acher was carried out. At the beginning of 1990 planning approval decisions were available for three sections.

In 1988 it was planned to keep the section between Offenburg and Basel double-tracked, but to expand it for maximum performance and a top speed of 200 km / h. A three-pronged expansion should be kept open as a long-term option. In 1990 the Federal Railroad was already looking into a four-track expansion. The decision of the Swiss parliament in 1991 to implement the new railway-Alpine transversal led to the expectation of a continuous four-track expansion also south of Offenburg.

On September 6, 1996 in Lugano the agreement between the head of the Federal Transport and Energy Department and the Federal Minister of Transport of the Federal Republic of Germany was made to ensure the efficiency of the access to the new railway through the Alps (NEAT) in Switzerland . A German-Swiss steering committee reports regularly on the progress of the work in Germany and Switzerland.

Between 1998 and 2003, no federal funds were earmarked for upgrading the line. First of all, spatial planning and planning approval procedures should be continued. In autumn 1999 it became known that the four-track expansion between Offenburg and Basel should not be implemented for the time being due to the tight budget situation. All measures that had not yet started were postponed and subjected to a renewed needs test and assessment. According to the reading at the time, an expansion of the existing line equipped with CIR-ELKE would not have been necessary until the NEAT was fully utilized . The section north of Offenburg was not affected by the austerity measures. At the end of June 2000, DB Netz released the planning funds for the Offenburg – Niederschopfheim, Schliengen – Eilmeldingen and Haltingen – Weil am Rhein sections.

At the end of 2002, DB and SBB announced that they would examine possibilities for expanding capacities in the Basel area on the basis of the “Bypass Hochrhein” feasibility study from the end of 1993. With the initiation of the planning approval procedure in Section 7.3 on July 3, 2007, the building permit for all sections between Offenburg and Weil am Rhein was applied for or was available. On March 4, 2013, the project advisory board decided unanimously to implement the so-called citizen route in Markgräflerland as well as additional noise protection for the freight train bypassing Freiburg.

The expected reduction in travel time in passenger traffic between Karlsruhe and Basel planned in 2007 was 31 minutes. The planned travel time was 69 minutes. Local traffic along the route is also to be improved. In the 2nd expert draft of the Deutschland-Takt presented in May 2019 , two long-distance trains per hour and direction over the route are planned for the year 2030. A travel time of 82 minutes between Karlsruhe and Basel is planned. For departures in Karlsruhe every full and half hour, Basel SBB should be reached shortly before half an hour and full hour.

In a project advisory board decided in 2009, representatives of the federal and state transport ministries, district administrators, local politicians and citizens' initiatives are represented.

After five years of discussion, the Rheintalbahn project advisory board decided at its tenth and final meeting on June 26, 2015, to make changes to the existing planning amounting to two billion euros in order to implement noise protection that goes beyond the legal requirements. The decision was made to build the Offenburg tunnel , a double-track freight train route between Offenburg and Riegel, additional noise protection between Hügelheim and Auggen and a level-free design of the Hügelheim railway junction.

On May 22nd, 2019, the German Federal Transport Minister Scheuer and the Swiss Transport Minister Simonetta Sommaruga signed a ministerial declaration , which u. a. plans to expand the line capacity from 175 to 225 trains per day and direction before the entire line is expanded in 2041. At the beginning of February 2020, Germany informed Switzerland that the measures were on track but would not be implemented until 2023. These extensions are also late. Switzerland is now promoting alternative routes on the left bank of the Rhine via France and Belgium.

construction

Already completed planum of the route at the level of Durmersheim

On December 12, 1987, in the presence of the then Chancellery Minister Wolfgang Schäuble , construction work began on two additional tracks in the Karlsruhe / Rastatt – Offenburg section at the Achern train station . In December 1988 work began in the Bühl / Ottersweier area.

The new section to be built between Karlsruhe and Rastatt, together with the construction of the federal highway 36 , between the junction from the old main line at the Bashaide block near Durmersheim and the approximate start of the trough structure for the Rastatt tunnel south of Ötigheim at the end of 2006 Earthworks (alignment without tracks) completed over a length of around 7.5 kilometers. The road and rail line are located there in a low position.

Installation

In March 1993, the first section, nine kilometers between Bühl and Achern, went into operation. The southern track has been used as planned since March 7, the northern track from March 28. The traffic was then transferred from the old tracks in this section - with the same maximum speed of 160 km / h - to the new route for construction work on the existing line.

In June 2001, operations began between Bühl and Offenburg. The entire project was expected to be completed in 2012 in mid-2003.

After nine years of construction and investments of around 260 million euros, the 20-kilometer section between Rastatt Süd and Bühl went into operation for the timetable change on December 12, 2004. In the new section of the line, four new stops (Baden-Baden Haueneberstein, Baden-Baden Rebland, Sinzheim and Sinzheim Nord) were put into operation and a new light rail line (S4) was set up between Baden-Baden and Achern. A total of 43 kilometers were now completed. The total investment at that time was 1.2 billion euros.

Opening trip at the Katzenberg tunnel with an ICE and a freight train (December 4, 2012)

The Katzenberg tunnel was put into operation on December 4th, 2012.

In July 2015, responsibility for the project was transferred from DB ProjektBau to DB Netz .

outlook

For the Gotthard Base Tunnel to go into operation in 2016, at least the section to the south of the Katzenberg Tunnel should be put into operation. According to the Federal Government, the expansion of the Rhine Valley Railway in sections should ensure that sufficient capacity is always available in line with traffic developments. According to the Federal Ministry of Transport, the four-track expansion could be completed by 2022, with the exception of the 40-kilometer section between Offenburg and Riegel / Kenzingen. This would mean that four fifths of the project would be realized.

Freiburg im Breisgau main station

A forecast for the Federal Transport Infrastructure Plan assumes 38 pairs of long-distance trains per day in the Offenburg – Basel section. In freight traffic, 137 daily trains in north-south direction and 147 trains in south-north direction are expected. In the section between Buggingen and Basel, 138 trains in north-south direction and 148 trains in south-north direction are expected. The federal government expects 335 trains per day in the most heavily used section of the Rhine Valley Railway in 2025. A forecast for the year 2030 should be made when the Federal Transport Infrastructure Plan 2030 is available.

In December 2013, Deutsche Bahn announced that it would place an order for a series of construction measures in the planning approval sections 9.0 to 9.3 with a total volume of around 200 million euros.

The Federal Government considered the completion of the project to be possible by 2030 if the core requirements 1 and 2 ( Offenburg tunnel and BAB route) were dispensed with.

Karlsruhe - Rastatt section

Section 1 between Karlsruhe and Rastatt should, according to the planning status from 2007, be completed by 2011. In 2007, the Federal Government intended to increase the annual investment amount significantly once further planning approval decisions were available. No funding has yet been deposited for individual sections of the project (as of October 2010).

Due to financial bottlenecks, the start of construction in the Rastatt area in 2010 was not yet foreseeable. Due to the limited budget, the work was concentrated on the southern Baden section of the route. At the beginning of 2009, the plan for the Rastatt tunnel, which was ten years old at the time, was planned to be revised and construction to begin in early 2011. Both should be financed by means of the economic stimulus package II . Due to the high financial requirements and the long project duration, this was not done.

On August 24, 2012, the Federal Ministry of Transport, Building and Urban Development and Deutsche Bahn signed a financing agreement for the northernmost section of the project in the amount of 693 million euros. It comprises the 16-kilometer northernmost section of the new and upgraded line, including the 4.27-kilometer Rastatt tunnel.

Section Offenburg - Katzenberg Tunnel

South of Offenburg train station, the permissible speed is limited to 80 km / h due to a narrow arc with a 300 to 400 meter radius. Deutsche Bahn investigated the possibility of a freight train tunnel in Offenburg. First of all, a route should be defined and exploratory drilling should then be carried out. A route parallel to the autobahn between Offenburg and Riegel should also be examined. The cost of both investigations, totaling 1.3 million euros, is shared equally between DB and the state of Baden-Württemberg. The additional costs determined in the meantime are between 450 and 780 million euros, depending on the variant. The Federal Ministry of Transport demands that the state of Baden-Württemberg contribute to half of these costs. The country originally rejected this request. According to information from Deutsche Bahn, there was no consensus on the route between Offenburg and Riegel parallel to the autobahn. According to a press report, the additional costs of this variant (longer than the original plan) would be 300 million euros.

In 2016, however, it was decided to build a pure freight train route between Offenburg and Riegel far west of the current route near a motorway, to expand a freight train tunnel in the Offenburg area and to expand the existing route from Offenburg to Riegel for 250 km / h. As planned for a long time, the new line from Riegel to Buggingen will be extended past Freiburg and the existing line via Freiburg will be expanded to a speed of 200 km / h.

Construction work for the plan approval sections 9.0 to 9.2 should be awarded by the end of 2012. The contract volume is estimated at 200 million euros.

A number of citizens' initiatives that have come together in the interest group Bahnprotest an Ober- und Hoch-Rhein (abbr. IG BOHR ) have presented an alternative concept called Baden 21 ; 172,000 signatures were collected for this. The cumulative additional costs of the proposed measures compared to the plans submitted by Deutsche Bahn are estimated at more than 900 million euros.

On March 5, 2012, the project advisory board agreed to implement the so-called “citizens' route” including the Freiburg freight bypass between Kenzingen and Buggingen or Müllheim (moving the “Buggingen node” along the route to the south) by 2020. The associated additional costs of 250 million euros, which are incurred for measures in terms of noise and landscape protection that are above the statutory level (e.g. not taking into account the rail bonus in this section of the route), are divided equally between the federal government and the state of Baden-Württemberg . Of the additional costs, 84 million will go to the Freiburg bypass and 166 million to the rest of the route.

On March 4, 2013, the project advisory board requested Deutsche Bahn not to continue planning the above-ground route that was initially planned. Deutsche Bahn announced that it would follow this step as soon as the financing for such a tunnel was secured.

structure

The project is divided into nine sections and 21 plan approval sections (according to the municipality and district boundaries): (Second level of the plan approval sections incomplete)

• Section 1: Karlsruhe - Rastatt -Süd (km 60.66–100.87): 24.3 kilometers (completely under construction, completion 2025). The planning approval procedure was completed on June 27, 1990.
  • Section 1.0: The plan approval procedure is limited to the removal of level crossings.
  • Section 1.1: The construction of two additional tracks for 250 km / h is currently under construction and should be completed in 2022.
  • Section 1.2: Rastatt area with the Rastatt tunnel : The official groundbreaking ceremony took place on July 30, 2013. The section, which was calculated to cost 693 million euros, was originally due to be completed in 2022. Due to a track lowering above the tunnel on August 12, 2017 , commissioning is not expected before 2025 and a considerable increase in costs.
• Section 2: Rastatt -Süd– Sinzheim (km 100.87–114.37): 13.5 kilometers (opened)
• Section 3: Bühl - Ottersweier (km 114.37–121.75): 7.4 kilometers (opened)
• Section 4: Sasbach - Achern (km 121.75–130.53): 7.8 kilometers (opened); In December 1987, planning in this section was approved for the first time.
• Section 5: Renchen - Appenweier (km 130.52–140.16): 9.6 kilometers (opened); the planning approval decision had become final in July 1992.
• Section 6: Appenweier - Offenburg (km 140.16–145.48): 5.3 kilometers (opened)
• Section 7: Offenburg - Herbolzheim (km 145.48–178.00): 32.6 kilometers (planned) freight train route west of today's route.

A performance agreement on the draft and approval planning of the route section is to be concluded in 2019 .

• Section 8: Kenzingen - Heitersheim (km 178.00–222.40): 44.4 kilometers (planned)
  • Section 8.0: Herbolzheim - Riegel (km 178.00–184.50): expansion for 250 km / h, new construction for freight trains in the north, in the south (km 182) bypassing the Freiburg Bay with the freight railway designed for 160 km / h ( Route 4280) (bundled with the A 5 from km 185). The plan approval procedure was applied for in May 2004. The discussion has taken place.
  • Section 8.1: Riegel – March (km 184.50–195.889): Bundling of the new freight traffic route with the A 5. 8.1 kilometers of noise barriers are planned. The plan approval procedure was initiated in December 2006; the planning approval decision was expected in 2009 for 2012. The discussion was still pending in mid-2010. The design speed is 160 or 200 km / h. The documents should be submitted to the Federal Railway Authority at the end of 2014. The disclosure took place from January 30 to March 13, 2017. The planning approval decision is expected for 2019. In 2014, Deutsche Bahn did not expect construction to start before 2020. The investment volume is estimated at more than 100 million euros.
  • Section 8.2: Freiburg– Schallstadt (km 195.889–212.875): Bypass of the Freiburg Bay in bundling with the A 5. With the (planned in open construction) Mengener Tunnel (1,956 meters, km 209 to 211) the Alemannenbuck will be underpassed west of Munzingen . The three-lane expansion of the A5 was taken into account in the planning. The design speed is 160 or 200 km / h. The plan approval procedure was initiated in December 2006 and should (as of February 2010) be completed in 2012. The discussion is still pending (as of May 2010).
  • Section 8.3: Bad Krozingen –Heitersheim (km 212.875–222.571): Return of the freight bypass tracks from the parallel position of the A5 to the Rhine Valley Railway, as far away from the town as possible and in largely flat terrain. The design speed is 160 or 200 km / h. The plan approval procedure has been initiated (status: 2006). The discussion has taken place. The federal government and the state finance the additional costs of a so-called “citizens' route”.
    The section has meanwhile been divided into two sections 8.3a and 8.3b. In 2013, a new plan approval section 8.4 was created, which comprises the majority of the previous section 8.3. It begins north of Tunsel and ends at the level of Müllheim. From Tunsel to the level of Buggingen, the route is to be run at a low level; at Hügelheim the route is to be linked to the Rhine Valley Railway. Deutsche Bahn plans to submit the documents for the plan approval procedure in 2015 (status: end of 2013).
• Section 9: Buggingen - Basel (km 222.40–271.61) (in operation / under construction, 37.4 kilometers); the section was split in the mid-1990s; planning was suspended between 1990 and 1996 due to a lack of funding commitments
  • Section 9.0: Buggingen– Auggen : Crossing-free threading of the freight bypass leading past Freiburg to the west and the passenger tracks in Buggingen station. The planning approval was applied for in August 2003. The discussion has taken place. The section was divided into two subsections (9.0a and 9.0b). While the planning for the realization of the citizen route is being revised in the northern section 9.0a , the financing agreement for the southern section 9.0b, which extends from Müllheim to Auggen, was signed on January 21, 2013. In this six-kilometer section, two additional tracks are to be built east of the existing line. The planning approval decision is expected in summer 2013. The federal government and the railway are investing 200 million euros. The completion of the draft planning was put out to tender at the end of May 2013. In 2014, the Baden-Württemberg Ministry of Transport suggested lowering the route between Buggingen and Müllheim for reasons of noise protection. The additional costs for the proposal, from which a maximum of 300 households should benefit, were later put at 240 to 300 million euros. The section is currently in preparation, construction should start in 2018. Completion and commissioning is scheduled for 2024.
  • Section 9.1: The planning approval for the 21 km long section (with the Katzenberg tunnel ) was applied for in 1997. The planning approval was issued on November 22nd, 2002. The first preparatory measures began in December 2002. A number of lawsuits by neighboring communities, citizens and companies against the planning approval decision were dismissed at the end of January 2004 by the Baden-Württemberg Administrative Court. The section opened in December 2012.
  • Section 9.2: Haltingen – Weil am Rhein: Parallel routing of the long-distance (east side) and freight railway (west side) in the roughly five-kilometer section. To the north of Haltingen, external regional traffic tracks lead out of the freight line to the south. South of Weil threading into the Rhine Valley Railway. Both regional track connections are free of heights, with overpass structures up to 40 per thousand. At Haltingen, there are transition options between long-distance and freight railways, especially for freight trains to and from the Katzenberg tunnel. Additional crossing under for route 4411 (Weil am Rhein - Basel Badischer Bahnhof) in Weil. An extension of the Basel marshalling yard is being built to the west of the freight train route (six tracks, each 750 meters in length, three locomotive storage tracks), partly on German and partly on Swiss territory. The planning approval procedure for this section was applied for in 2000. A route that was significantly changed in the course of the proceedings led to a redesign of the new planning in 2005. The planning approval decision was finally issued on February 1, 2010 .; the preparatory measures started on February 8, 2010. The remaining construction work between Weil and Haltingen is scheduled to begin in August 2010. Numerous route variants were examined in this section. The work should be completed by 2012. In the final state, a total of ten kilometers long and up to five meters high noise barriers should reduce the noise level by up to 19 dB (A) compared to the current state. Further improvements for this section are to be discussed (as of October 2010). The section is currently (as of June 2016) under construction and should be completed in 2023; commissioning is scheduled for 2024.
  • Section 9.3: Basel. The 3.1 kilometer long section runs from the German-Swiss border via the Badischer Bahnhof to the northern bank of the Rhine. This is followed by the new Basel bridge over the Rhine, which was put into operation in October 2012. The approval planning is ongoing, the financing is secured (status: May 2013). Deutsche Bahn intends to coordinate the documents with the Federal Office of Transport in the second quarter of 2014; the approval process will be carried out under Swiss law. After the planning approval and the tendering process have been completed, work on the four-lane expansion in Section 9.3 is expected to begin in 2019. Commissioning is scheduled for 2024.

Costs and financing

Deutsche Bahn put the costs around 2013, at the price level of April 2013, at 6.172 billion euros. This already includes the implementation of the core requirements 3 to 6. By the end of 2014, 2.270 billion euros of this had been spent. In mid-2015, DB assumed a figure of 7.1 billion.

The construction costs were estimated at 5.7 billion euros in mid-2012, plus a little more than one billion planning costs. According to information from the federal government from January 2013, the funds still required are around EUR 3.66 billion. Of this, around 1.23 billion euros are allocated to the planning approval sections 1, 9.0b, 9.1, 9.2 and 9.3 that are ready for construction or under construction.

At the end of 2007, total costs of around 4.5 billion euros were expected. Around 4.2 billion euros are to be raised from federal funds, around 250 million euros from Deutsche Bahn's own funds and around 50 million euros from construction cost subsidies from third parties, such as the European Union . Around 1.6 billion euros had already been built by mid-2005. The project is included in the Federal Transport Infrastructure Plan 2003 as an urgent requirement . Most of the funding comes from the Federal Republic of Germany. In 2006, 108 million euros were invested.

In the spring of 2005, the federal government announced that it would provide an additional 500 million euros for rail transport projects by 2008, including the upgraded and new line. In 2008, 75.4 million euros were spent on the project. The total costs incurred up to then add up to 1,789 million euros. In 2010, 99.71 million euros were invested and the estimated total costs stated at 5,743 million euros. The estimated total costs are now 6,172 million euros (as of 2012). Around 1.8 billion euros had been invested by mid-2010.

Deutsche Bahn justified the increase in costs compared to the cost estimate of 2003 (4.5 billion euros) from the nominalization of the construction costs up to the planned completion (around 580 million euros), changes due to changed guidelines and adjustments to the result of planning approval procedures (around 520 million euros ) as well as additional construction work between Rastatt and Offenburg (around 100 million euros). For the completed section between Rastatt Süd and Offenburg, 1.3 billion euros were spent.

In mid-September 2010, the financing agreement for the 8.5 kilometers long sections 9.2 and 9.3 with a total volume (planning and construction costs) of almost 400 million euros was signed. According to the Federal Government, the financing of Section 9.3 (Badischer Bahnhof) is also secured. The Swiss authorities are still missing building permits (as of October 2011).

Part of the funds of around one billion euros, which are to be invested in the rail network from 2012 to 2015, are also to be used to finance the project. These funds in turn come partly from the dividend, which Deutsche Bahn will pay to the federal government from 2011 onwards.

Around 56 million euros were invested in the project in 2010, around 94 million euros in 2011, around 88 million euros in 2012, around 69 million euros in 2013 and around 74 million euros in 2014 (provisional figure). In 2012 and 2013, the European Union contributed a total of 33.7 million euros. As part of the funding period that runs until 2015, the EU is expected to contribute almost 90 million euros to the financing. This corresponds to around ten percent of the project costs expended in this period. A further 350 million euros are planned by 2020.

Web links

• DB Netze : karlsruhe-basel.de: upgraded and new line from Karlsruhe to Basel
• badische-zeitung.de , Dossier : The expansion of the Rhine Valley Railway
• ig-bohr.de: Interest group railway protest on the Upper and High Rhine (IG BOHR)
• vorort.bund.net: Rail expansion , new line on the Upper Rhine: A position paper by the BUND Regional Association for the Southern Upper Rhine

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ↑ German Bundestag (ed.): Briefing by the Federal Government Report on the project progress in expanding the cross-border rail axis . Printed matter 18/357 of January 22, 2014, p. 2.
4. ↑ ^{a b c d e f g h} German Bundestag (ed.): Answer of the Federal Government to the minor question from MPs Matthias Gastel, Kerstin Andreae, Stephan Kühn (Dresden), other MPs and the Alliance 90 / THE GREENS parliamentary group - printed matter 18 / 4878 - Human-friendly and environmentally friendly expansion of the Rhine Valley Railway . tape 18 , no. 5037 , May 28, 2015, ISSN  0722-8333 , p. 2–4 ( bundestag.de [PDF]).
5. ^ Germany-Karlsruhe: Technical planning services for traffic systems. Document 2016 / S 017-026671 in the supplement to the Electronic Official Journal of the European Union . January 26, 2016. Retrieved January 26, 2016 . 
6. ↑ ^{a b} Green-Red gives Bahn more money . In: Stuttgarter Nachrichten . No. 142 , June 24, 2015, p. 5 .
7. ↑ ^{a b c d e f} Joachim Nied, Bernd Dassler, Thomas Ziege: New construction and expansion of the Karlsruhe - Basel line - current planning status and construction process . In: Railway technical review . 56, No. 9, 2007, ISSN  0013-2845 , pp. 506-512.
8. ↑ ^{a b c} Answer of the Federal Government to the minor question from MPs Winfried Hermann, Alexander Bonde, Kerstin Andreae, other MPs and the Alliance 90 / THE GREENS parliamentary group (PDF; 93 kiB). Bundestag printed matter 16/5037 of April 16, 2007.
9. ↑ Citizens celebrate Bundestag resolution on rail expansion: Tunnel financing is secured! ( Memento of February 4, 2016 in the Internet Archive ); in: Offenburg.de from January 28, 2016
10. ↑ ^{a b c d} Project group NBS Karlsruhe of the Bahnbauzentrale (Ed.): The upgraded and new line Karlsruhe – Basel . Leporello, 10 A4 pages, Karlsruhe, 1987.
11. ↑ Group for General Studies of the German Federal Railroad (Ed.): High-speed route for the main traffic flows in the Federal Railroad network . Study, completed September 1964, p. 7.
12. ↑ Paul Werner: Expansion and supplementation of the route network of the German Federal Railroad . In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 16-20.
13. ^ Paul Werner: The tasks of the planning department within the ZTL . In: Die Bundesbahn , year 45 (1971), issue 19/20, ISSN  0007-5876 , pp. 987-994.
14. ↑ ^{a b} Jürgen Grübmeier, Georg Fischer: The expanded lines of the German Federal Railroad . In: The Federal Railroad . Vol. 57, No. 10, 1981, ISSN  0007-5876 , pp. 781-788.
15. ↑ Werner Hagstotz: Concern and collective action in rural areas . Verlag Haag + Herchen, Frankfurt am Main, 1981, ISBN 3-88129-475-9 , p. 271.
16. ↑ ^{a b c d e} Johann Leonhäuser: Bridges for the ABS / NBS Karlsruhe – Basel in the Karlsruhe – Offenburg section . In: The Federal Railroad . Vol. 66, No. 5, 1990, ISSN  0007-5876 , pp. 481-485.
17. ^ Walter Vögele, Wolfgang Ruppelt, Siegfried Lorenz: Planning and implementation of the pilot route for CIR-ELKE . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN  0007-5876 , pp. 763-767 .
18. ↑ ^{a b c} Rüdiger Harmuth: ABS / NBS Karlsruhe – Basel . In: The Federal Railroad . Vol. 69 (1993), No. 9-10, ISSN  0007-5876 , pp. 627-636.
19. ↑ ^{a b c d} NBS / ABS (Karlsruhe–) Rastatt – Offenburg – Basel . In: The Federal Railroad . No. 12, 1980, ISSN  0007-5876 , pp. 853 f.
20. ↑ Federal Transport Infrastructure Plan 1980 with higher rail investments . In: Die Bundesbahn , issue 12/1979, pp. 859–862, ISSN  0007-5876 .
21. ↑ ^{a b} Christian Woelker: Federal Transport Infrastructure Plan '80: The rail is catching up . In: Wolfgang Vaerst , Peter Koch (Ed.): Yearbook of the Railway System, Vol. 31, Hestra-Verlag, Darmstadt 1980, ISSN  0075-2479 , ISBN 3-7771-0160-5 , pp. 30-36.
22. ^ ^{A b c} Ernst Krittian : The upgraded and new line from Karlsruhe to Basel . In: The Federal Railroad . Vol. 63 (1987), No. 10, ISSN  0007-5876 , pp. 911-916.
23. ^ Announcement "Green light" for the first section of the Karlsruhe – Basel route expansion project . In: Railway technical review . 33, No. 12, 1984, p. 878.
24. ↑ Jürgen Grübmeier, Helmut Wegel: Federal Transport Infrastructure Plan 1985 . In: Railway technical review . No. 1/2 , 1986, ISSN  0013-2845 , pp. 45-55 .
25. ↑ ^{a b} Annual review 1988 . In: Die Bundesbahn , 1/1989, p. 63.
26. ↑ ^{a b} New construction and expansion lines . In: The Federal Railroad . Vol. 66, No. 1, 1990, ISSN  0007-5876 , pp. 82-87.
27. ^ ^{A b} Wilhelm Linkerhägner: Bundesverkehrswegeplanung '85 . In: The Federal Railroad . tape 66 , no. 10 , 1990, ISSN  0007-5876 , pp. 933-936 .
28. ↑ ^{a b c} Rainer Scheuermann, Richard Bitterling: New construction / expansion line Karlsruhe – Basel . In: The Federal Railroad . Vol. 66 (1990), No. 8, ISSN  0007-5876 , pp. 793-800.
29. ↑ New and upgraded routes - investment in the future . In: DB Customer Letter , ZDB -ID 539972-5 , No. 8/1986, pp. 122–124.
30. ↑ The Federal Minister of Transport (ed.): Federal Transport Route Plan 1985 - Status of Realization . Annex to the status report of the Federal Transport Infrastructure Plan 1985 and the German Transport Infrastructure Plan. Bonn October 2, 1990, p. 41 .
31. ^ Notification of construction of the ABS / NBS Karlsruhe – Basel approved . In: Railway technical review . 36, No. 1/2, 1987, p. 102.
32. ↑ Without author: Annual review 1988 . In: The Federal Railroad . Vol. 65, No. 1, 1989, ISSN  0007-5876 , p. 63.
33. ^ Eugen Reinhard: Traffic . In: 40 years of Baden-Württemberg. Structure and design 1952–1992 . Konrad Theiss Verlag, Stuttgart 1992, ISBN 3-8062-1018-7 , pp. 413-478.
34. ↑ Agreement between the Head of the Federal Transport and Energy Industry Department1 and the Federal Minister of Transport of the Federal Republic of Germany to ensure the efficiency of the access to the new railway through the Alps (NEAT) in Switzerland . ( PDF , 28 kiB).
35. ↑ ^{a b c} German Bundestag (ed.): Answer of the federal government to the small question of the MPs Ute Kumpf, Uwe Beckmeyer, Martin Burkert, other MPs and the parliamentary group of the SPD - printed matter 17/933 - (PDF; 98 kiB). Printed matter 17/1306 of April 6, 2010.
36. ↑ Report expansion problems . In: Eisenbahn-Revue International , edition 4/1998, ISSN  1421-2811 , p. 116.
37. ↑ Notification No four-track expansion on the Upper Rhine . In: Eisenbahn-Revue International , issue 10, year 1999, ISSN  1421-2811 , p. 394.
38. ↑ News update shortly . In: Eisenbahn-Revue International , Issue 8–9 / 2000, ISSN  1421-2811 , p. 340.
39. ↑ Notification of the Upper Rhine bypass . In: Eisenbahn-Revue International , issue 1/2003, ISSN  1421-2811 , p. 32 f.
40. ^ Deutsche Bahn: upgraded and new line Karlsruhe - Basel: planning approval procedure between Lahr and Ettenheim applied for . Press release from July 12, 2007
41. ↑ ^{a b c} Ministry of Transport and Infrastructure (Ed.): Project Advisory Board agrees to further steps in the expansion of the Rhine Valley Railway  ( page no longer available , search in web archives ). Press release from March 4, 2013.
42. ^ ^{A b} DB ProjektBau (Ed.): Infrastructure projects 2010. Building at Deutsche Bahn . Eurailpress-Verlag, Hamburg 2010, ISBN 978-3-7771-0414-0 , p. 50 f.
43. ↑ Destination timetable Germany-Takt. (PDF) Second expert draft for long-distance transport. SMA und Partner AG , May 7, 2019, accessed on June 19, 2019 . 
44. ↑ Cost-free poker around the Rheintalbahn . In: Esslinger Zeitung . June 24, 2015, ZDB -ID 125919-2 , p. 5 .
45. ↑ Michael Petersen: Noise protection for everyone on the Rheintalbahn . In: Stuttgarter Zeitung . No. 145 , June 27, 2015, p. 27 ( online ).
46. ↑ Wolfgang Voigt: Breakthrough in the Rheintalbahn . In: Baden's latest news . June 27, 2015, p. 5 .
47. ↑ Accelerated capacity increase for freight traffic in the approach to the Neat . In: Rail Business . No. May 23 , 2019, ISSN  1867-2728 , pp. 3 ( online (full text subject to a charge)).
48. ^ Regina Weinrich: More capacities for the Rheintalbahn. In: eurotransport.de. May 23, 2019, accessed June 9, 2019 . 
49. ↑ Helmut Stalder: Due to delays in Germany, Switzerland is pushing the Neat connection via France. In: nzz.ch. February 28, 2020, accessed March 4, 2020 . 
50. ↑ Announcement First section of the new Karlsruhe – Basel line completed . In: Railway technical review . 42, No. 5, 1993, p. 361.
51. ↑ Announcement First section of the new Karlsruhe – Basel line completed . In: Deutsche Bahn . No. 4, 1993, p. 347.
52. ↑ ^{a b c} Report Rastatt - Offenburg four lanes . In: Eisenbahn-Revue International , Issue 1/2005, ISSN  1421-2811 , p. 28.
53. ^ Announcement expansion Karlsruhe - Basel . In: Eisenbahn-Revue International , issue 10/2003, ISSN  1421-2811 , p. 461.
54. ↑ Editorial . In: DB Netz AG (Ed.): Karlsruhe – Basel in focus . No. 2 , 2015, p. 1 ( PDF ( memento of March 5, 2016 in the Internet Archive ) [accessed on August 27, 2018]). Editorial ( Memento of the original from March 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.  
55. ↑ Michael Baas: A tunnel that sets standards . In: Badische Zeitung (regional edition Lörrach), July 5, 2012, p. 33.
56. ↑ ^{a b} Answer of the Federal Government to the minor question from the MPs Kerstin Andreae, Dr. Valerie Wilms, Harald Ebner, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 17/12007 - (PDF; 69 kiB). Printed matter 17/12143 of January 22, 2013.
57. ↑ ^{a b c} Deutsche Bahn has to re-plan in the Rhine Valley . In: Eisenbahn-Revue International . No. 5 , 2013, ISSN  1421-2811 , p. 228-229 .
58. ^ Germany-Frankfurt am Main: construction work for railway lines . Document 2013 / S 238-413024 of December 7, 2013 in the supplement to the Electronic Official Journal of the European Union .
59. ^ DB Mobility Logistics (ed.): Prime Minister Mappus and DB boss Grube: "Investments in rail projects strengthen infrastructure in Baden-Württemberg" . Press release from October 18, 2010.
60. ↑ Federal Ministry of Transport, Building and Urban Development (Ed.): Federal government provides funding for the Rastatt tunnel ( memento from January 11, 2013 in the web archive archive.today ). Press release No. 173/2012 of August 24, 2012.
61. ↑ ^{a b c} DB ProjektBau, large-scale project Karlsruhe – Basel (ed.): Karlsruhe – Basel in focus ( PDF ( Memento from March 5, 2016 in the Internet Archive ); 206 kiB). Issue 3/2010.
62. ↑ ^{a b c} step by step. In: Karlsruhe – Basel in focus. No. 2/2012, p. 1 f. karlsruhe-basel.de ( Memento from March 5, 2016 in the Internet Archive ) (PDF; 940 kiB).
63. ↑ ^{a b} Michael Petersen: The Rheintalbahn should now make rapid progress . In: Stuttgarter Zeitung . No. 132 , June 12, 2015, p. 6 (including title online ).
64. ^ D-Karlsruhe: Construction work for railway lines . Document 2011 / S 67-109317 of April 6, 2011 in the Electronic Official Journal of the European Union.
65. ↑ Bernhard Walker: An "important breakthrough" for the Minister of Transport . In: Stuttgarter Zeitung , No. 55, March 6, 2012.
66. ↑ ^{a b} Bernd Dassler, Joachim Nied: ABS / NBS Karlsruhe - Basel, planning and implementation in section 1 . In: Eisenbahntechnische Rundschau , 12/2012, pp. 10–15.
67. ↑ ^{a b c d e f g h i j k} DB ProjektBau (Ed.): Karlsruhe – Basel in Focus , No. 1/2010. ( PDF ( Memento from October 6, 2014 in the Internet Archive ), 740 kiB).
68. ↑ ^{a b c} Schedule of the major ABS / NBS Karlsruhe – Basel project. (PDF) (No longer available online.) May 17, 2016, archived from the original on June 13, 2016 ; accessed on June 13, 2016 . 
69. ^ State Secretary Splett at the groundbreaking ceremony for the Rheintalbahn in Rastatt . Press release of the Ministry of Transport and Infrastructure of July 30, 2013
70. ↑ Rastatter Tunnel: Project will be more expensive and will be finished later. In: swr.de. August 7, 2019, accessed December 8, 2019 . 
71. ↑ Bernd Gruhn, Rolf Hamberger: The Bühl – Offenburg section of the upgraded and new Karlsruhe – Basel line (ABS / NBS K / B) . In: The Federal Railroad . Vol. 68 (1992), No. 10, ISSN  0007-5876 , pp. 1099-1102.
72. ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/10271 - . Results of the “Fulda Round” 2019. Volume 19 , no. 10571 , June 3, 2019, ISSN  0722-8333 , p. 3 ( BT-Drs. 19/10571 ).
73. ↑ ^{a b} DB ProjektBau (ed.): Extension and new construction of the Karlsruhe – Basel line: Planning approval section 8.0: Herbolzheim – Riegel . 12-page brochure dated March 2007, Karlsruhe ( PDF , 2.0 MiB).
74. ^ ^{A b c d} Martin Kastner: Section 8 - bypassing the Freiburg Bay . In: DB ProjektBau (ed.): Infrastructure projects 2012: Building at Deutsche Bahn . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0445-4 , pp. 186-194 .
75. ^ DB ProjektBau (Ed.): Extension and new construction of the Karlsruhe – Basel line: Planning approval section 8.1: Riegel – March . 12-page brochure as of October 2009, Karlsruhe.
76. ↑ ^{a b c} Matthias Hudaff in an interview . In: DB ProjektBau GmbH (Ed.): Karlsruhe – Basel in focus . No. 2 , June 2014, p. 3, 4 ( PDF ( memento of March 5, 2016 in the Internet Archive ), 0.9 MiB [accessed on August 27, 2018]). Interview with Matthias Hudaff ( memento of the original from March 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.  
77. ↑ Transparent planning . In: DB Netz AG (Ed.): Karlsruhe – Basel in focus . No. 1 , March 2017, p. 1 f . ( karlsruhe-basel.de [PDF]).
78. ↑ ^{a b c} DB ProjektBau (Ed.): Extension and new construction of the Karlsruhe – Basel line: Planning approval section 8.2: Freiburg – Schallstadt . 12-page brochure dated February 2010, Karlsruhe, ( PDF , 1.9 MiB)
79. ↑ ^{a b} DB ProjektBau (publisher): Extension and new construction of the Karlsruhe – Basel line: Planning approval section 8.3: Bad Krozingen – Heitersheim . 12-page brochure dated July 2006, Karlsruhe, ( PDF ; 1.9 MiB)
80. ↑ New plan approval section 8.4 . In: DB ProjektBau GmbH (Ed.): Karlsruhe – Basel in focus . No. 4 , 2013, p. 2 ( PDF ( memento of November 19, 2015 in the Internet Archive ) [accessed on August 27, 2018]). New plan approval section 8.4 ( Memento of the original from November 19, 2015 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.  
81. ^ Heinz-Georg Haid, Albert Schmidt: The Katzenberg tunnel - history, planning and construction . In: DB ProjektBau GmbH (Ed.): The Katzenberg Tunnel, upgraded and new line from Karlsruhe to Basel . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0450-8 , pp. 18-23 .
82. ↑ DB ProjektBau (publisher): Extension and new construction of the Karlsruhe – Basel line: Planning approval section 9.0: Buggingen – Auggen . 16-page brochure dated July 2005, Karlsruhe, ( PDF , 1.5 MiB).
83. ^ ^{A b c d e} Hans-Peter Hecht, Friedrich Schaser: Extension and new construction of the Karlsruhe – Basel line: Section 9 / Katzenberg Tunnel . In: Eisenbahntechnische Rundschau , Volume 55 (2006), pp. 39–46.
84. ↑ Deutsche Bahn AG (Ed.): Railway and federal government are investing 200 million euros in the four-track expansion of the Rhine Valley Railway between Müllheim and Auggen . Press release, January 21, 2013.
85. ^ D-Karlsruhe: Planning services in the building industry . Document 2013 / S 101-173373 of May 28, 2013 in the supplement to the Electronic Official Journal of the European Union .
86. ↑ ^{a b} VGH report : Four-track expansion Karlsruhe - Basel permitted . In: Eisenbahn-Revue International , issue 4/2004, ISSN  1421-2811 , p. 146.
87. ↑ ^{a b} DB ProjektBau (ed.): Expansion and new construction of the Karlsruhe – Basel line: Planning approval section 9.2: Haltingen – Weil am Rhein . 12-page brochure dated May 2006, Karlsruhe.
88. ↑ Federal Railway Office, Karlsruhe / Stuttgart branch (ed.): Plan approval decision according to § 18 AEG for the extension and new construction of the Karlsruhe - Basel section of the Haltingen - Weil am Rhein section (plan approval section 9.2) . Document dated February 1, 2010 ( PDF ( Memento of February 5, 2016 in the Internet Archive ), 1.20 MiB).
89. ^ Deutsche Bahn: upgraded and new line Karlsruhe - Basel: planning approval decision for Haltingen - Weil am Rhein can be implemented immediately . Press release from February 11, 2010, ( PDF ; 1.0 MiB)
90. ^ Deutsche Bahn AG (Ed.): Expansion and new construction of the Karlsruhe-Basel line; Competition to cross the meadow in Basel decided . Press release from February 12, 2014.
91. ↑ ^{a b} Competition to cross the meadow in Basel decided . In: DB ProjektBau GmbH (Ed.): Karlsruhe – Basel in focus . No. 1 , 2014, p. 3 ( PDF ( memento of November 19, 2015 in the Internet Archive ), 0.5 MiB [accessed on August 27, 2018]). Competition to cross the meadow in Basel decided ( Memento of the original from November 19, 2015 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.  
92. ↑ "Guardian of Finances" . In: Karlsruhe – Basel in Focus , No. 2/2012, p. 1 f. ( PDF ( Memento of March 5, 2016 in the Internet Archive ), 940 kiB), p. 5.
93. ↑ Investment balance sheet 2006 of DB AG ( Memento of the original from February 5, 2016 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. Eurailpress of January 2, 2007. 
94. ↑ Report More money for transport projects . In: Eisenbahn-Revue International , issue 6/2005, ISSN  1421-2811 , p. 254.
95. ↑ German Bundestag: Information from the Federal Government: Transport Investment Report 2009 (PDF; 19.9 MiB), printed matter 17/444 of January 14, 2010, p. 29.
96. ↑ Information from the federal government: Transport investment report for the reporting year 2010 (PDF; 42.0 MiB), printed matter 17/8700 of February 20, 2012, pp. 99-102
97. ^ German Bundestag (ed.): Transport investment report for the reporting year 2012 . Informed by the Federal Government (=  printed matter . No. 18/580 ). Bundesanzeiger Verlagsgesellschaft mbH, February 18, 2014, ISSN  0722-8333 , p. 97-101 ( bundestag.de [PDF; 69.4 MB ; accessed on February 24, 2014]).
98. ^ Deutsche Bahn (Ed.): 400 million euros for further expansion and construction of the Karlsruhe – Basel railway line . Press release from September 15, 2010.
99. ↑ Answer of the Federal Government to the small question of the MPs Uwe Beckmeyer, Sören Bartol, Bernhard Brinkmann (Hildesheim), other MPs and the parliamentary group of the SPD - Printed matter 17/7081 - Public promises and lack of implementation - Mid-term review of the Federal Government in the field of transport, construction and Urban development (PDF; 236 KiB). Printed matter 17/7297 of October 11, 2011, p. 5.
100. ↑ DB Mobility Logistics AG (Ed.): DB welcomes the commitment of additional funds for the expansion of the railways: an extra billion by 2015 . Press release from March 16, 2011.
101. ^ Konstantin Schwarz: EU gives money for Stuttgart 21 and route to Ulm . In: Stuttgarter Nachrichten . No. 16 , January 21, 2014, p. 15 ( stuttgarter-nachrichten.de ).
102. ↑ Konstantin Schwarz: EU pays one billion for the railway line to Ulm . In: Stuttgarter Nachrichten . No. 161 , July 16, 2015, p. 17 ( stuttgarter-nachrichten.de ).