Pfingstberg tunnel

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Pfingstberg tunnel
Pfingstberg tunnel
South portal of the Pfingstberg tunnel
use Railway tunnel
traffic connection Mannheim – Stuttgart high-speed line
place Mannheim- Rheinau , Brühl
length 5360dep1
Number of tubes 1
Largest coverage 5 m
construction
Client German Federal Railroad
building-costs 110 million DM
start of building 2nd November 1976
completion October 1985
business
operator DB network
release May 31, 1987
location
Pfingstberg Tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
Northwest portal 49 ° 26 '59 "  N , 8 ° 31' 50"  E
South portal 49 ° 24 ′ 19 ″  N , 8 ° 32 ′ 50 ″  E

The Pfingstberg tunnel is 5360 m long rail tunnel of Mannheim-Stuttgart high-speed railway of kilometer from 5.60 to 11.00. It passes under the Pfingstberg district , which is located in the Rheinau district of Mannheim , hence the name.

In the tube there are two tracks on a ballast superstructure that are planned to be driven on at up to 250 km / h. It was mostly built in a drinking water protection area and to protect the residents from noise . The construction of the tunnel goes back to demands from the city of Mannheim.

Course and location

Pfingstberg tunnel, partly recognizable as a wall in the landscape

The structure runs in a north-westerly direction. The north-west portal is on the south-east edge of the Mannheim marshalling yard , the south portal on the north-east edge of the municipality of Brühl .

Among other things, the A 6 motorway at the Mannheim / Schwetzingen junction and the Rhine Valley Railway as well as numerous other traffic routes will be underpassed . In some places the tunnel is visible as an elevation in the terrain.

The tunnel route turns in the direction of Stuttgart from west-east to north-south. After passing this curve, the maximum permissible speed in the tunnel increases to 250 km / h. This north-south direction is maintained for around 25 km until Graben-Neudorf. The maximum permitted speed in the southern section of the tunnel is 250 km / h, in the northern area (from 7.4 km / h) it is 190 km / h.

A section parallel to an industrial park and the marshalling yard connects to the north-west portal at route kilometers 5.552. The tracks are located at a center-to-center distance of up to 25 m, with which a later connection of the eastern Riedbahn and the container station to the new line is kept open. This is followed by the container station bridge just before Mannheim main station . A transfer point was created at the north-west portal , which is operated remotely from the signal box of Mannheim's main train station.

A 204 m long groundwater basin is located in front of the south-east portal at route kilometers 10.912.

The planned new Rhine / Main – Rhine / Neckar line is to merge into the high-speed line in the area of ​​the Pfingstberg tunnel.

The tube passes through quaternary gravel and sands . A total of around 1,700,000 m³ of material was excavated.

Emergency exits lead out of the tube at the route kilometers 7.207, 8.466 and 9.627 . In addition to the Langes Feld tunnel and the Freudenstein tunnel, the structure is one of the three tubes of the high-speed route that have escape options away from the tunnel portals. Rescue stations have also been set up at the three emergency exits and at the north and south portals. A Deutsche Bahn rescue train for the high-speed route Mannheim – Stuttgart is stationed at Mannheim main station.

One of the established rescue areas
Rescue train, Mannheim main station

Course in the map

At the north-west portal, the route runs briefly in a straight line that turns into a right-hand curve. After another straight line (up to about 7.5 km) there is a left curve. In the area of ​​the southeast portal, the route runs in a straight line.

The minimum radius of the right-hand curve in the northern area is around 1540 m.

The track center distance in the tunnel is 4.70 m.

Elevation

In the direction of Stuttgart, the gradient initially drops (from km 5.463) with 11.2 per mille over a length of 407 m. This is followed by a gradient of 5.6 per thousand over 430 m. This is followed by a gradient of 4.4 per thousand over 700 m. This is followed by a further slope of 3.6 per thousand over 800 m. This is followed by a gradient of 0.1 per thousand over 1750 m. After a downward gradient of 3.3 per thousand over 350 m, there is another downward gradient of 1.0 per thousand over 850 m. Shortly before the south-east portal (from km 10.750) this gradient turns into a gradient of 12.250 per thousand over a length of 381 m. The gradient (upper edge of the rail) rises from 94.5 m (portal) to 96.9 m (end of the building). This is followed by a gradient of 1.3 per thousand over a length of 874 m.

The upper edge of the rails is at a height of 94 m at both portals.

cross-section

The underlying expanded clearance profile of the new line and the track center distance of 4.70 m resulted in a rectangular tunnel profile with rounded upper corners for structural reasons. With an inner width of 12.30 m, a height of 7.74 m or 8.24 m is achieved in the tension areas of the contact line. The base, walls and ceilings are between 80 and 110 cm thick, depending on the structural requirements.

Seven different cross-sections were chosen. With a clear width of 12.30 m, the building width varies between 13.70 and 14.50 m. The thickness of the tunnel ceiling varies between 75 and 120 cm, the thickness of the side tunnel walls between 70 and 110 cm. 4.70 m along the tunnel axis, edge paths 1.45 m wide are connected on both sides at the level of the upper edge of the rail, with cable ducts below. The height of the structure (from the tunnel floor) is between 9.19 m and 10.39 m. The thickness of the sole plate is 70 and 115 cm.

Between the route kilometers 10.158 and 10.476, a vibration shielding wall was erected northeast parallel to the tunnel . The 312.6 m long structure lies between the Rheinbahn Mannheim – Schwetzingen and the Mannheim Süd motorway junction, in the area of ​​the Vogelsand road in the Hirschacker district of the Schwetzingen community ( vibration shielding wall ).

history

planning

In the planning phase, the northern section of the tunnel (up to km 9.565) was part of the planning approval section 1c (Mannheim district). The southern section was initially part of the planning approval sections 2a and 2b, which covered the rest of the route up to kilometer 15.475.

The route should run in the area of ​​today's tunnel in a cut. The tunnel was not included in the pre-routing of the new line (October 1973). The above-ground route should cross under the motorway and then run in a relatively small radius of 2,600 m in a southerly direction. With this narrow radius, the Dossenwald and the extensive catchment area of ​​the Mannheim water catchment plant should be largely spared and avoided. After crossing the planned Schwetzingen bypass (B 37 Z) and the L 630, the route should largely run in a cut, taking into account the Schwetzingen palace gardens .

The construction of a tunnel was largely due to noise protection demands by the city of Mannheim. In the early planning phase, a citizens' initiative had already formed in Ketsch , which, according to Deutsche Bahn, was able to bring about a number of improvements compared to the original planning. According to another source, a Mannheim citizens' initiative, partly in cooperation with the city of Mannheim, achieved the tunneling under the Rheinau Forest in 1974 and 1975. In another source, the Federal Railroad established the tunnel with a number of constraint points and the passage through a drinking water protection area of ​​the city of Mannheim, while the preservation of the Rheinau Forest and the Pfingstberg recreational area was only a welcome "side effect". According to the planning status from the end of 1974, the design speed in the Mannheim junction should be limited to 170 km / h due to arches.

On June 24, 1973, the German Federal Railroad presented rough routing variants that crossed the Rheinau Forest recreation area above ground . The plan approval procedure for section 2a was then initiated in April 1975, the procedure for section 2b began the following month. In July 1975, the plans for plan approval sections 2a (Schwetzingen / Brühl) and 2b (Ketsch) were publicly displayed. The municipal council of the city of Mannheim approved the new line on December 2, 1975 after the Federal Railroad had accepted the request to tunnel under the Raunheim Forest. The hearing for Section 2a took place on December 22, 1976. In March 1977 the Federal Railroad reached an agreement with the municipalities of Ketsch, Brühl and the city of Schwetzingen on the routing. The planning approval decision for this section was issued on April 12, 1977. The hearing for section 2b (ketch), to which 350 objections had been received, took place on June 8, 1977. The Federal Railroad expected to be able to put the section between Mannheim and Hockenheim into operation in 1981.

In section 1c, the plan approval procedure was initiated on April 7, 1975. The 112 objections raised against this were discussed in the same year. According to the opinion of the regional council of March 19, 1976, the planning approval decision was issued on March 26, 1976 and became legally binding on April 26, 1976. No complaints had been made in this section.

According to the planning status from the end of 1978, the new Mannheim – Schwetzingen section was to be completed by 1980/1981. On December 15, 1978 the planning approval decision for Section 2b (Ketch) was issued. Due to a lawsuit, this initially did not become legally binding . In February 1979, twelve citizens of Ketch brought an action against this decision at the Karlsruhe Administrative Court. In November and December 1979, the Federal Railroad tried to persuade the plaintiffs to withdraw their complaint with concessions (higher noise barriers, lowering of the route). In March and April 1980, DB made further attempts to settle out of court. As a result of further legal disputes, this section was ultimately merged with the neighboring section 2b. To this end, the Federal Railroad withdrew its original plan approval application in September 1980.

In the summer of 1978 the planned length of the structure was given as 5.4 km. In 1983, depending on the source, a length of 5,360 m or 5,380 m was planned.

In 1989 5,380 m were also given.

Litigation

On June 1, 1977, five (according to another source, six) homeowners of the Schwetzingen Hirschacker housing estate filed suits with the administrative court against the planning approval decision in section 2a. The area of ​​the settlement is wedged between the autobahn in the west, the existing Mannheim – Karlsruhe route in the north and federal highway 36 in the south. The plaintiffs, who live between almost 30 and 95 m from the planned tunnel route (around 500 m from the south portal), feared vibrations from high-speed trains traveling through the tube at frequent intervals. They demanded the erection of a 19 m deep, 120 cm thick and 300 m long concrete wall to shield their houses from the feared vibrations. The plaintiffs also questioned the economic necessity of the new line. The plaintiffs were all members of the Schnellbahntrasse action group .

In a publication, the Deutsche Bundesbahn took the view that the impairment caused by the surrounding streets was known when many houses were being built in the settlement and that the additional impairment caused by the new line was minimal. The suspensive effect associated with the lawsuit resulted in a construction freeze on this section of the new line. On June 29, 1976, the Deutsche Bundesbahn applied for the action to be dismissed. On January 19, 1978 the DB added an additional anti-vibration wall to the contested planning approval decision.

On June 9, 1978, the Karlsruhe Administrative Court dismissed the action on all counts. According to the court's statement of claim, the Bundesbahn would have been unsuccessful in the proceedings without the previously recorded anti-vibration wall. The Federal Railroad then ordered immediate execution . Against the first instance judgment, the plaintiffs appealed on August 1, 1978 to the Administrative Court of Baden-Württemberg (VGH). In September 1978 the VGH restored the suspensive effect of the action brought by these citizens in a provisional decision . This led to another construction freeze in the Schwetzingen area, which was confirmed by the VGH on February 21, 1979.

Both parties refused a settlement offered by the presiding judge on September 14, 1979. (According to the Deutsche Bundesbahn, however, the plaintiffs had rejected this settlement.) On November 19, 1979 (November 16, according to another source), after two and a quarter years of litigation, the VGH overturned the planning approval decision in this section in the second instance due to a formal error, with which the work had to be interrupted at the tunnel. The Bundesbahn was charged the entire procedural costs.

Against the judgment from November 1979, the DB put on 18 December 1979 revision the Federal Administrative Court one. In a press release, she announced the day before that she was preparing a new plan approval procedure for the Schwetzingen section and urged an amendment to the Federal Railway Act to accelerate the procedure. This new, independent procedure was initiated on August 29, 1980 by merging the two planning approval sections into one. The state railway hoped to get a new start of construction faster. On September 9, 1980, the Federal Railroad repealed the original planning approval decision for area 2b in order to be able to introduce further changes in the course of a new procedure. The legal proceedings were criticized by some observers because the new line in the defendant area is continuously in a tunnel location, while the adjacent motorway was the main source of emissions.

According to press reports from April 11, 1980, a citizens' initiative had formed in the Schwetzingen area that had collected 300 signatures to continue the plan approval process and sent them to the Stuttgart regional council.

The joint planning approval procedure for section 2a / b was initiated on August 29, 1980. The 231 objections raised against it were discussed on July 6, 1981. Following the opinion of the regional council on April 19, 1982, the planning approval decision was issued on May 28, 1982. 29 actions were brought against this. The planning approval decision became legally binding on June 8, 1984. In addition to the decision in Section 3a (Hockenheim) that came into force on the same day, it was the last decision that came into force in the northern section (Mannheim-Graben-Neudorf) of the new line.

The required vibration protection for the houses 22 to 70 meters from the tunnel edge was installed. The underground concrete wall measures 19 m deep, 1.20 m thick and 310 m long. 7,000 m³ of concrete were used for this.

construction

Northwest portal of the Pfingstberg tunnel
The southeast portal in June 1987

Construction began on November 2, 1976.

The tube was the first tunnel on the line to be built. It was later followed by the Forst Tunnel . The 4030 m long tunnel section located on the Mannheim district was driven from the west portal and the Mannheim / Schwetzingen district border. At the end of 1979 this work was completed with the exception of 150 m.

Most of the tunnel was built using the cut-and-cover method, largely between 1976 and 1980. As a result of several proceedings before the administrative courts, construction was interrupted for three years. In January 1980, the first 4,080 meters of tunnel located in the Mannheim area were completed. According to DB, the costs for this amounted to 101 million DM.

The remaining part, in the area of ​​the Schwetzingen district, was under construction again towards the beginning of 1983 and was not yet completed by the end of 1983. Construction work was completed in October 1985. A total of 612 blocks, each 8.80 m long, were concreted. Two blocks with a total length of 17.60 m were built per week. On October 16, 1985, the closing of the gap at the Pfingstberg tunnel was celebrated.

In the course of ecological compensation, two hilly recreational areas were created above the tunnel, for which over 80,000 trees and bushes were created.

The construction costs amounted to around 110 million D-Marks (around 60 million euros, price as of around 1991).

Installation

The tunnel went into operation in the spring of 1987 as the first long tunnel on the German new lines.

technology

The contact line has a support point spacing of 44 m.

About 70 meters before the North West Portal are GSM - base stations of the four German network operators. These not only supply the track area immediately to the northwest, but also the entire Pfingstberg tunnel via a repeater system with fiber optic connection to the remote units. The last repeater system on the south portal of the tunnel is particularly interesting; it was not installed inside the tunnel, as is usually the case, but is located about 50 meters in front of the tunnel portal.

The tunnel is supplied with GSM-R via base stations at both tunnel portals, while RailNet is supplied via a coupling into the GSM-R antenna path at the north-west portal .

At the north-west portal there is also one of the last remaining C-Netz amplifier systems, which, when it was still in operation, was supposed to ensure the supply of the C-Netz telephone booths in the ICE 1 in the tunnel.

Web links

Commons : Pfingstbergtunnel  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ a b c d tunnel of DB Netz AG. (PDF) DB Netz, August 2, 2018, accessed on September 2, 2018 .
  2. ^ A b c d Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart. Hestra-Verlag, Darmstadt, 1989, ISBN 3-7771-0216-4 , p. 60.
  3. ^ A b Horst J. Obermayer: New routes for the InterCityExpress. In: Herrmann Merker (Ed.): ICE - InterCityExpress at the start . Hermann Merker Verlag, Fürstenfeldbruck 1991, ISBN 3-922404-17-0 , pp. 57-69.
  4. ↑ a b c Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 , p. 200 .
  5. ^ A b c d Karl Gerhard Baur: The new Mannheim - Stuttgart line in the Rhine Valley. In: Railway courier. No. 5, 1986, ISSN  0170-5288 , pp. 6-14.
  6. ↑ a b c d e f g Horst Kiefer: Status of construction work on the new Mannheim – Stuttgart line. In: The Federal Railroad . 1978, No. 8, pp. 588-592.
  7. ↑ a b c d e f Erich Fein: The new railway buildings in the Mannheim area as part of the introduction of the Western Riedbahn and the new Mannheim – Stuttgart line. In: DB Bahnbauzentrale Frankfurt am Main (Hrsg.): Railway construction for the 21st century: line expansion at the Deutsche Bundesbahn . Frankfurt am Main, approx. 1984, pp. 52-62.
  8. ↑ Deutsche Bahn AG: Route of the new Rhine / Main – Rhine / Neckar line ( memento of the original from March 4, 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. (PDF; 240 kB). Document dated June 15, 2007. @1@ 2Template: Webachiv / IABot / www.deutschebahn.com
  9. ^ A b Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Overview map from km 5.5 + 31.90 to km 8.3 + 00 . Document dated November 2, 1987. File number N 1.001 NBS Kar 11.801, sheet L2. (available at the Generallandesarchiv Karlsruhe ).
  10. ^ A b Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Overview map from km 7.4 + 00.000 to km 11.1 + 14.00 . Document dated November 2, 1987. File number N 1,001 NBS Kar 11.801, sheet L1. (available at the Generallandesarchiv Karlsruhe ).
  11. ^ A b c Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Elevation map from km 5.5 + 26.90 to km 6.1 + 24.80 . Document dated August 15, 1988. File number N 1.004 NBS Kar 11.801, sheet 10. (available at the Generallandesarchiv Karlsruhe ).
  12. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Elevation map km 6.1 + 24.80 - km 6.7 + 05.60 . Document dated August 15, 1988. File number N 1.004 NBS Kar 11.801, sheet 11. (available at the Generallandesarchiv Karlsruhe ).
  13. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Elevation map km 6.70560 - km 7.2 + 95.20 . Document dated August 15, 1988. File number N 1.004 NBS Kar 11.801, sheet 12. (available at the Generallandesarchiv Karlsruhe ).
  14. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Elevation map km 7.295 - km 7.884 . Document dated August 15, 1988. File number N 1.004 NBS Kar 11.801, sheet 13. (available at the Generallandesarchiv Karlsruhe ).
  15. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Elevation map km 9.5 + 39.20 - km 10.3 + 57.60 . Document dated August 15, 1988. File number N 1.004 NBS Kar 11.801, sheet 16. (available at the Generallandesarchiv Karlsruhe ).
  16. ^ A b Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Elevation map km 10.3 + 57.60 - km 11.1 + 19.40 . Document dated August 15, 1988. File number N 1.004 NBS Kar 11.801, sheet 17. (available at the Generallandesarchiv Karlsruhe ).
  17. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Type I cross-section . Document dated November 19, 1987. File number N 1,001 NBS Kar 11.801, sheet no. 18. (available at the Generallandesarchiv Karlsruhe ).
  18. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Sectional type 1 N . Document dated November 19, 1987. File number N 1,001 NBS Kar 11.801, sheet no. 19. (available at the Generallandesarchiv Karlsruhe ).
  19. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Cross section type II . Document dated November 19, 1987. File number N 1,001 NBS Kar 11.801, sheet no. 20. (available at the Generallandesarchiv Karlsruhe ).
  20. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Sectional type II N . Document dated November 19, 1987. File number N 1,001 NBS Kar 11.801, sheet no. 21. (available at the Generallandesarchiv Karlsruhe ).
  21. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Type III cross-section . Document dated November 19, 1987. File number N 1,001 NBS Kar 11.801, sheet no. 22. (available at the Generallandesarchiv Karlsruhe ).
  22. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Sectional type III N . Document dated November 19, 1987. File number N 1,001 NBS Kar 11.801, sheet no. 23. (available at the Generallandesarchiv Karlsruhe ).
  23. ^ Deutsche Bundesbahn: New Mannheim – Stuttgart line. Pfingstberg tunnel. km 5.5 + 51.70 - 10.9 + 12.00. Type IV cross-section . Document dated November 19, 1987. File number N 1,001 NBS Kar 11.801, sheet no. 24. (available at the Generallandesarchiv Karlsruhe ).
  24. ↑ a b c d e Erich Fein: New Mannheim – Stuttgart line: Commissioning in the Rhine Valley. In: The Federal Railroad. Issue 5/1987, pp. 381-393.
  25. ↑ Deutsche Bundesbahn, Central Transport Management: Explanatory report on the planning of the new Mannheim - Stuttgart line . October 1973, file number 400a / 411a.4002 / 4123 Nv (Mhm – Stg). P. 6 f, overview map pre-routing; (available at the Generallandesarchiv Karlsruhe ).
  26. ↑ a b c d e f Deutsche Bundesbahn, project group M / S (ed.): New Mannheim - Stuttgart line. Plan approval area 2 a / b. Brochure (16 pages A4 landscape format), Karlsruhe, 1983, pp. 2, 4.
  27. ↑ a b c d e f g h i j k l m n o p q r s Werner Hagstotz: Concern and collective action in rural areas . Verlag Haag + Herchen, Frankfurt am Main 1981, ISBN 3-88129-475-9 , p. 39, 262-275.
  28. ^ Helmut Wegel, Peter Jakob: The planning of the new Mannheim – Stuttgart line. In: Railway technical review . ISSN  0013-2845 , No. 1/2, 24 (1975), pp. 11-15.
  29. ↑ Express train not ready before 1985. In: Ludwigsburg newspaper . December 9, 1978.
  30. ↑ a b Belter: Great progress in building the tunnels for the new lines. In: The Railway Engineer . 34, 1983, issue 12, p. 661 f.
  31. ↑ New Mannheim – Stuttgart line. Overview map 1: 100 000 . As of January 1983.
  32. ↑ a b c Nothing works without a tunnel . In: Der Spiegel . No. 52 , 1979, pp. 53-60 ( Online - Dec. 24, 1979 ).
  33. ↑ a b c d e f Erich Fein, Dietrich Neidhardt: New Mannheim – Stuttgart line: A project is taking shape. In: The Federal Railroad. Issue 10/1981, pp. 807-816.
  34. ↑ judgment VII 2854/78 of 14 September 1979 - quoted from: Wolfgang Born: The legal grounds for the new lines of the German Railways in the zoning process. In: The Federal Railroad. Vol. 57, No. 10, 1981, ISSN  0007-5876 , pp. 777-780.
  35. ^ A b c Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group H / W South of the Bahnbauzentrale (publisher): Start of construction on the southern section of the new Hanover - Würzburg line in Gemünden am Main. May 22, 1981 . Press release, May 1981, part 7, page 4 f.
  36. ↑ a b c Some just want to get a little out of it. In: Frankfurter Allgemeine Zeitung . May 18, 1982.
  37. ^ Richard Bitterling: Status of the construction work on the upgraded and new line in the Mannheim area . In: The Federal Railroad . tape 55 , November 1979, ISSN  0007-5876 , pp. 797-804 .
  38. ^ Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden 1991, ISBN 3-280-01994-X , pp. 20-24.
  39. ^ Deutsche Bundesbahn, project group Mannheim - Stuttgart of the Bahnbauzentrale (publisher): New line Mannheim - Stuttgart: Möglingen, Schwieberdingen, planning approval area 14 . Brochure, 16 A4 pages, Karlsruhe 1981, p. 4.
  40. ^ A ray of hope in the darkness of public investment. In: The Federal Railroad. 7/1983, p. 463 f.
  41. ^ A b Project group M / S of the Bahnbauzentrale (publisher): New Mannheim – Stuttgart line: A concept for all of us . 28-page brochure from January 1986, Karlsruhe, 1986, p. 11.
  42. ↑ Walter Greeting: Long tunnels, fast trains - is safety neglected? In: The Federal Railroad . Vol. 64, No. 7, 1986, ISSN  0007-5876 , pp. 491-494.