Rohrer curve

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Rohrer curve
Route of the Rohrer curve
Schematic track plan of the planned curve (status: approx. 2011)
Route number : 4873
Route length: 0.8 km
Gauge : 1435 mm ( standard gauge )
Power system : 15 kV, 16.7 Hz  ~
Maximum slope : 26.9  ‰
Minimum radius : 320 m
Top speed: approx. 80 km / h

The Rohrer curve is a railway line planned as part of the Stuttgart 21 project in Baden-Württemberg . In the area of ​​the Stuttgart district of Rohr, it is supposed to connect the Gäubahn (Stuttgart – Singen) coming from Böblingen with the Stuttgart-Rohr – Filderstadt railway towards Stuttgart Airport and therefore bears its name.

course

The double-track line to just north of Berghautunnels height freely leave the Gäubahn and at the same height thread airport in the Filder route Stuttgart. The previous Böblingen – Rohr track on the Gäubahn is to bypass the existing Berghaut Tunnel in a single-track new Berghaut Tunnel and also drive under the Rohrer curve in order to return to the existing track in the Rohr station area .

A 500 m long tunnel is to be built along the route.

history

In the course of the feasibility study of the Stuttgart 21 project, it was planned to thread the line into the Gäubahn with a single track at the same height, but with two tracks at no height in the Filder route.

The Rohrer curve was part of the application route that Deutsche Bahn introduced into the regional planning procedure applied for on December 6, 1996.

The route is part of the plan approval section 1.3 of the Stuttgart 21 project, for which the plan approval was initiated in 2002.

In a top-level meeting on March 6, 2015, representatives of the project partners rail, state and city agreed to also expand the connection from the airport to Böblingen without crossing. The additional costs of around ten million euros are shared by rail and land. It was also decided to widen the Rohrer curve tunnel to a size suitable for long-distance traffic. The state bears the associated costs of up to 15 million euros.

criticism

Critics criticized the curve, which was not designed to be completely free of intersections. According to analyzes by Deutsche Bahn, however, the load in the area of ​​the elevation-free unwinding allows traffic with optimal operational quality.

Expected volume of traffic

The financing contract concluded in 2009 is based on the "Operating Scenario 2015", which is based on the feasibility study from 1994 and was further developed in 1997 as part of the "Verkehrsgutachtens Stuttgart 21". The demand-oriented supply forecast was based on the framework conditions and key data of the Federal Transport Infrastructure Plan 1992 and the 2015 transport forecast for the Federal Transport Infrastructure Plan 2003 (BVWP 2003) (from 2001, for 2015) was taken into account. This was adjusted again in 2004, after the BVWP 2003 was passed, and ultimately also made the basis for the Stuttgart 21 financing agreement of 2009. The following traffic volume was expected on working days in the area of ​​the Rohrer curve:

  • 46 regional trains and 16 long-distance trains to and from Böblingen – Filderbahnhof
  • 98 S-Bahn trains and 2 freight trains to and from Böblingen – Stuttgart-Vaihingen
  • 98 S-Bahn trains Stuttgart-Vaihingen-Filderbahnhof

technology

As part of the Stuttgart digital node , the route is to be integrated into a digital interlocking and equipped with ETCS and automated driving . The line is to be equipped with ETCS Level 2 .

Web links

Individual evidence

  1. ↑ a b SMA & Partner AG : Audit for the operational quality review Stuttgart 21st final report . July 21, 2011, "Version 1-00", profile IN-03, p. 3 ( PDF file , 3.3 MB, PDF page 32).
  2. ↑ a b Second specialist arbitration (PDF; 563 kB), presentation slides by Ingulf Leuschel, presented in the 3rd specialist arbitration on the Stuttgart 21 project on October 29, 2010, p. 3.
  3. ^ Hany Azer , B. Engel: Stuttgart 21 and NBS Wendlingen – Ulm. In: tunnel. Issue 7/2009, ISSN  0722-6241 , pp. 12-24 ( PDF file , 290 kB).
  4. ^ Deutsche Bahn AG, network division, Stuttgart regional area, projects (ed.): Project »Stuttgart 21«. The feasibility study . Brochure (40 A4 pages), Stuttgart, approx. 1995, (similar version as PDF file online, 14 MB), p. 19.
  5. ^ DBProjekt GmbH Stuttgart 21 (ed.): Project "Stuttgart 21": The spatial planning procedure . Eight-page brochure, Stuttgart, approx. 1997, p. 4 f.
  6. ↑ a b Holger Gayer: The S-21 partners form a new unit . In: Stuttgarter Zeitung . No. 55 , March 7, 2015, p. 21 .
  7. ↑ Fabian Ziehe: The compromise on the Fildern and its consequences . In: Südwest Presse . March 11, 2015, ZDB -ID 1360527-6 , p. 6 ( online ).
  8. ↑ Konstantin Schwarz: Rail and land agree on airport connections . In: Stuttgarter Nachrichten . No. 55 , March 7, 2015, p. 1 ( online ).
  9. ↑ Vieregg-Rössler GmbH (Ed.): Presentation of the operational deficiencies of the Stuttgart 21 project ( Memento of December 18, 2011 in the Internet Archive ) (PDF file; 86 kB). Munich, August 2008, p. 14.
  10. ↑ Financing contract Stuttgart 21 Annex 3.2a Annex 1 . March 30, 2009, p. 2, 3, 10 .
  11. ^ Jens Bergmann: Digital node Stuttgart. (PDF) Declaration by DB Netz AG on content and objectives. DB Netz, April 21, 2020, pp. 3, 5 , accessed on April 24, 2020 .
  12. ↑ Michael Kümmling, Th. Gemperlein: Appendix 3.1.11 - ETCS entry and exit areas. (PDF) In : barterportal.noncd.db.de. Deutsche Bahn, October 14, 2019, p. 29 , archived from the original on October 21, 2019 ; Retrieved on October 21, 2019 (Annex_03.1.11 _-_ Ein-_und_Ausstiegsbereich_ETCS.pdf in the ZIP archive).

Coordinates: 48 ° 42 ′ 42.9 "  N , 9 ° 6 ′ 40.8"  E