New and upgraded Stuttgart – Augsburg line

from Wikipedia, the free encyclopedia

The new and upgraded line (NBS) Stuttgart – Augsburg is a railway project of the Federal Republic of Germany .

It is listed as an urgent requirement in the Federal Transport Infrastructure Plan 2003 . In addition to a new line between Stuttgart and Ulm with a maximum speed of 250 km / h, parallel to the existing Stuttgart – Ulm line ( Filstalbahn ), sections of the Augsburg – Ulm line are to be expanded as an upgraded line for a speed of up to 200 km / h . By 2015, the federal government had planned investments of over 1.2 billion euros.

After the completion of the new construction and expansion measures over a length of 148 km, the travel time between Stuttgart and Augsburg is to be reduced from 93 minutes (before the start of construction) to 63 minutes. The total costs in 2012 were put at 4.233 billion euros.

An earlier alternative plan was the upgraded / new Plochingen – Günzburg line .

Project setup

The project consists in detail of these sub-projects:

The new and upgraded Stuttgart – Augsburg line is part of the trans-European network project "Priority Axis No. 17" of the EU Paris - Budapest / Bratislava , the so-called " Magistrale for Europe ". The project was therefore already co-financed by the EU with up to 50 percent during the planning phase. The EU building grants are expected to be 10 to 20 percent.

After commissioning, the travel time for high-speed traffic between Stuttgart and Munich with stops in Ulm and Augsburg will be less than an hour and a half instead of two and a quarter hours (as of 2013). The construction of the new line is part of the " Netz 21 " concept of Deutsche Bahn . According to this, fast traffic should run over this and the slow trains run over the existing line in Filstal.

history

In 1970, preliminary planning provided for the construction of a 200 km long rapid transit axis from Schwetzingen via Stuttgart and Plochingen to Augsburg. The line designed for around 300 km / h was to run in the tunnel over a third of the length. In Stuttgart, the construction of an underground through station for high-speed traffic under the main station was considered. These plans were later discontinued.

According to the Deutsche Bundesbahn, the increased traffic expectations as a result of German reunification made it necessary to provide additional tracks on the entire corridor between Stuttgart and Augsburg. As a result, the investment requirement increased from originally around two to around five billion D-Marks. The planned investments in the large-scale variants K and H were thus given as 4.9 billion DM. The ICE travel time between Augsburg and Stuttgart should be 61 minutes (H variant) or 65 minutes (K variant) at a top speed of 250 km / h.

An expert report expected an increase in the number of trains between Stuttgart and Augsburg by around 250 trains per day between 1991 and 2010. In freight transport, it was assumed that around 70 percent of the trains would have loads of up to around 1,500 t. Around 30 percent were assumed to be fast trains weighing around 800 to 1200 t; during the day they should run sensibly on existing lines and at night use the new line.

A report submitted in mid-1991 on behalf of the federal government called the profitability of the project into question.

The calculated total costs of the project (with the favored H-route) were in 1992, at the price level January 1, 1990, at 4.15 billion DM. The cost-benefit ratio of the overall project of the new and upgraded Stuttgart-Ulm-Augsburg line was 1992 , based on different variants in an investigation numbered 3.7 to 4.4. The planned investment costs, depending on the variant, were between 4.35 and 4.89 billion Deutschmarks (price as of January 1, 1991). Between 126 and 132 passenger trains and 72 and 75 freight trains per day were expected.

In the autumn of 1993, the German Federal Railroad calculated a total investment of four billion DM for the entire project at the price level of January 1990. It assumed that it would be able to start realizing the project in the second half of the 1990s. In Stuttgart, the maintenance of the terminus station and the use of the existing infrastructure as far as Esslingen-Mettingen were planned. From there, a tunnel was to lead to the Filder Plain, which was to lead into a new route along the A8 motorway. Ulm and Neu-Ulm should be driven through above ground, the existing line from Ulm to Augsburg should be expanded to four tracks. In the end, a travel time between Stuttgart and Augsburg of one hour was planned.

The Federal Ministry of Transport carried out a cost-benefit analysis for the project in 2010, which showed a cost-benefit ratio of 1.2 to 1.5. According to a statement, this would decrease to 0.3 if mathematically verifiable errors in the benefit calculation were eliminated.

Individual evidence

  1. ^ 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. 83–85 ( Online [PDF; 66.2 MB ; accessed on May 12, 2017]).
  2. ↑ Bundesverkehrswegeplan 2003 ( Memento of the original from July 16, 2011 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 file, 2.4 MB), p. 56. @1@ 2Template: Webachiv / IABot / www.bmvbs.de
  3. ↑ Federal Transport Infrastructure Plan 2030
  4. ^ Hans-Martin Heuschele: A train station under the main train station . In: Stuttgarter Nachrichten . No. 202 , August 27, 1970, pp. 17 .
  5. ↑ a b Deutsche Bundesbahn, NBS project group of the Bahnbauzentrale (publisher): Information on the expansion and new construction line Stuttgart - Augsburg . Twelve-page leporello , Stuttgart, June 1991.
  6. ↑ Heinz L. Steuber: The mayors are “amazed” . In: Stuttgarter Nachrichten , August 28, 1991.
  7. ↑ News from the rails . In: The Federal Railroad . No. 1 , 1993, ISSN  0007-5876 , pp. 83 .
  8. ↑ German Bundestag (ed.): Answer of the federal government to the small question of the MPs Sabine Leidig, Eva Bulling-Schröter, Herbert Behrens, other MPs and the parliamentary group DIE LINKE. - Printed matter 17/3021 - Rail freight traffic on the new Nuremberg – Ingolstadt and Wendlingen – Ulm lines (PDF; 96 kB). Printed matter 17/3311 of October 14, 2010.
  9. ↑ Deutsche Bundesbahn / Deutsche Reichsbahn (Ed.): New line Stuttgart - Ulm: The railway applies for the regional planning procedure . Press release from September 6, 1993.
  10. ↑ Source is missing
  11. ^ Statement on the cost-benefit analysis of the Stuttgart-Augsburg project (PDF), Prof. Dr.-Ing. Gert Marte, from December 22, 2010.