Bad Cannstatt tunnel

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Bad Cannstatt tunnel
Bad Cannstatt tunnel
use Railway tunnel
place Stuttgart
Number of tubes approx. 2/3 two-tube, approx. 1/3 single-tube
construction
start of building February 2013
business
release December 2025 Template: future / in 5 years(planned)
location
Bad Cannstatt Tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
Nordkopf Stuttgart Hbf 48 ° 47 ′ 6 "  N , 9 ° 10 ′ 48"  E
Portal Bad Cannstatt 48 ° 48 ′ 7 "  N , 9 ° 12 ′ 25"  E

The Bad Cannstatt tunnel is an approximately 3.8 km long railway tunnel that is to connect the main station with the new Neckar bridge in the course of Stuttgart 21 . It takes over the function of the previous Rosenstein tunnel as a long-distance track access to the Filstalbahn .

The construction contract was awarded in March 2012. In February 2013, construction work began on the north intermediate attack; A year later in February 2014, excavation began from the intermediate attack and construction began on March 21, 2014 with the construction of the tunnel .

Of a total of 9.1 km of driving tunnels and crosscuts, 8.6 km had been driven at the beginning of May 2020.

The double-track section between Rosensteinpark and the Neckar portal near Bad Cannstatt began in December 2018 and was completed in February 2020. On December 19, 2016, the first breakthrough to the main train station (coming from the north station) was celebrated in the east tube, the breakthrough in the west tube took place in February 2020.

course

Cross-section for two inward tracks (left) and two outward tracks (right) at the transition from mining to open construction (construction status 2019)
The tunnel connects to the main station in a north-westerly direction with two separate tubes (top left in the picture).
Special cross-section with an inner radius of 4.05 m

The tunnel connects to Stuttgart Central Station. The tunnel, together with the Feuerbach tunnel, runs for around 300 m in two double-track tubes. Then the two tunnels separate. The tunnel follows the course of the Gäubahn in sections and then crosses under the Rosensteinpark . In the area of ​​Ehmannstrasse, the structure crosses the new S-Bahn tunnel that is to be built between the north station and the main station. In this crossing structure at Ehmannstrasse , the tunnel is routed over the S-Bahn tracks of the new Rosenstein tunnel. The two single-track tubes of the Bad Cannstatt tunnel then flow into a common, double-track tube.

The structure finally reaches a parallel position to the new Rosenstein tunnel of the S-Bahn and ends in a double-track tube at the Neckar bridge.

Starting from the main train station, the tunnel geologically cuts through an anhydrite lens , then layers of leached gypsum keuper .

P option

The planning approval decision for Pfa 1.1 states that the performance of the entire Stuttgart 21 railway junction is restricted by the access route to Feuerbach. The planned platform system could provide 39 trains / h, but the route to Feuerbach would be overloaded by 4 trains / h. In order to remove this restriction, the so-called P option was created in the planning.

As part of this option, precautions are to be taken when the tunnel is built so that an additional double-track connection between the main train station and Feuerbach - via the Prague tunnel and the north train station - can be created later , which would grind out of the Bad Cannstatt tunnel. This would extend the new line from Mannheim on its own tracks from Zuffenhausen to the Bad Cannstatt tunnel and introduce it to the main station via its tracks. The connection to the existing network is planned in the vicinity of the portal of the existing Pragtunnel in Feuerbach .

During the construction of the Bad Cannstatt tunnel, the tunnel cross-sections below the area between Nordbahnhof and Pragfriedhof are to be widened as preliminary work for this option . The (higher) south tube is to be widened by one meter over a length of around 50 m. The (lower) north tube, on the other hand, is not only to be widened over a length of around 100 m, but also to be raised in height from 8 to around 12 m. A temporary central pillar is to be erected, which would be removed if the option was implemented.

The extension from the south tube is construction kilometers km −2.14.

Heiner Geißler , who was entrusted with the arbitration of the Stuttgart 21 project , proposed in his arbitration verdict on November 30, 2010 that the P option should be implemented. The later implementation of the P option is possible, according to DB information, "without significant interference in rail operations". The track in the direction of the Pragtunnel, which exits the southern tube (leading to Bad Cannstatt), would cross the northern tube (from Bad Cannstatt). The north tube is therefore at a lower altitude in this area.

As part of the Deutschland-Takt , a 10 km long tunnel is now planned that will lead out of the Feuerbach tunnel, cross under Zuffenhausen and the A 81 , and merge north of Münchingen into the high-speed line to Mannheim . In order to connect the new main line tunnel with the Feuerbach tunnel, it would have to be temporarily closed. So that the main station can be reached from the north during this time, the P option would first have to be built.

history

planning

Feasibility study

In the feasibility study on Stuttgart 21 presented in 1995, initially only a partial lowering of the route between Bad Cannstatt and the main train station was planned.

Spatial planning procedure

A combined tunnel and bridge route was originally introduced into the regional planning procedure that began in December 1996 . From the preliminary project from 1995 and the regional planning procedure, it was planned - as part of the so-called S5 variant - to run the long-distance line between the main station and Bad Cannstatt via the Prague cemetery, the outer north station and the (three-story) Stuttgart Mittnachtstraße station . In the further course, the tube was to connect seamlessly to the Rosenstein tunnel, which was to be extended by around 200 m, and lead over the existing Neckar bridge to Bad Cannstatt. Two single-track tubes were to lead out of the main station, which in the area of ​​the intersection with the S-Bahn tunnel in the direction of Feuerbach would lead to a double-track tunnel as far as the Neckar slope of the Rosensteinpark. The spatial planning road also provided for the transition from double-track to single-track tunnel tubes under the Kriegsberg.

The P option also emerged as a requirement from the regional planning procedure.

With the determination of the spatial compatibility in September 1997, the licensing authority made the developer an obligation to examine a continuous tunnel under water management and economic aspects. If necessary, this variant of the tunnel-bridge combination should be preferred.

The S5 variant was eventually discarded. According to the DB, the elaborate three-storey construction of the Mittnachtstraße station, interventions in the Rosenstein Park (necessary open tunnel construction at Rosenstein Castle ) and the relocation of the storage station to Untertürkheim before the start of construction work in the area of ​​the existing station were decisive.

Plan approval procedure

According to DB, the route included in the planning approval process is around 10 million euros more expensive than the S5 variant. Opposite the spatial planning road, the part to be driven by mining was designed with two single-track tubes instead of a double-track tube, and the section to be constructed using the open construction method was extended from 110 to 260 m. According to DB information, the transition from the double-track to two single-track tubes can be created using a continuous open construction method and thus more cost-effectively and with fewer risks. In addition, an approximately 40 m long incision at the Neckar portal has been omitted in the plan-approved variant.

After an anhydrite lens had been found in the area of ​​the future north head of the main train station in the course of exploring the ground , the head of the station was reduced in size and the transition to the four single-track tubes in the direction of the main train station was moved. The crossing under the Feuerbach tunnel should also no longer be in the anhydrite.

The tunnel is part of the plan approval section 1.5 of the Stuttgart 21 project, for which the plan approval decision was available on May 29, 2008.

A new European directive on tunnel safety came into force in mid-2008. The maximum distance between two rescue tunnels, with which two tunnel tubes are connected, has been reduced from 1000 to 500 m. At the end of 2008, Deutsche Bahn applied for a special permit due to the advanced planning stage of the tunnel. The maximum in-line distance is now 500 m.

Tendering and awarding

The joint tender for the shell construction of the tunnel and the Feuerbach tunnel was published on October 12, 2010 in the electronic gazette of the European Union . The construction contract to be awarded should run from April 14, 2011 to November 30, 2016. In August 2011, Deutsche Bahn expected to be able to award the construction contract in October or November 2011. The planned award of the contract was delayed due to price negotiations. In the autumn, Deutsche Bahn anticipated that it would not be able to achieve the target amounts due to improvements in plan approval section 1.5. The Alpine Group filed for bankruptcy in mid-June 2013. Alpine BeMO Tunneling GmbH, which is part of the Bad Cannstatt tunnel consortium, is not affected by the bankruptcy. According to Deutsche Bahn, the other companies involved in the consortium would have to fulfill the contract in any case.

The construction contract for the Bad Cannstatt tunnel was awarded on March 12, 2012 to a bidding consortium led by Hochtief . The other members of the working group are Alpine and Wayss & Freytag . The formal award was made on March 23, 2012. Another part of the contract is the 1.2 km tunnel between the Mittnachtstrasse station and the Neckar bridge in Bad Cannstatt.

The award amount is 284.98 million euros. A total of five offers were received; the highest offer was 308.88 million euros. The award price is a fixed price , except for steel . According to its own information, the award target of Deutsche Bahn was 300 million euros.

On May 2, 2012, Deutsche Bahn stated that it began sending declarations of consent to the owners of the properties affected by the project about the use of their properties. According to the railway company, compensation should not be negotiated until later. The Stuttgart House and Landowners Association warned the owners against carelessly signing such declarations of consent.

In 2018, the budget for the entire planning approval section 1.5, to which the tunnel belongs, was given as around 1.8 billion euros.

Plan change procedure

As part of a plan change, a rescue shaft, initially located in Rosenstein Park, near Rosenstein Castle, was relocated to Ehmannstrasse around 2004.

After six trees are inhabited by Juchten beetles and are not allowed to be felled, Deutsche Bahn submitted an application for the 12th plan change in plan approval section 1.5 for appropriate adjustments. After an initial review, this was rejected by the Federal Railway Authority (EBA). According to the EBA, a new application is required. At the Rosenstein portal of the tunnel, several trees are to be felled on which larvae of the Russian and rose beetle were suspected. This requires an exemption, which, according to the railway, takes up to two years. For the felling of the trees at Rosenstein Castle, an exemption was finally applied for from the European Union.

On March 19, 2014, the Federal Railway Authority approved a continuous mining construction method in the area of ​​the parking station with the 14th plan change in plan approval section 1.5. Deutsche Bahn applied for this on December 19, 2013.

On September 5, 2014, the decision was taken on the 11th plan amendment in Section 1.5, which allows for compensation grouting of three buildings at the Pressel- and Heilbronnerstraße to forego possibly. The application was submitted on December 21, 2012 and the documents were revised several times in 2013. According to information provided by the railway, lift injections in the area of ​​Presselstrasse can be dispensed with due to better-than-expected subsurface conditions. These should only be done if measurements show large subsidence.

On September 22, 2014, the notification was issued about the 6th plan change in plan approval section 1.5, which resulted in a change in the maximum amount of groundwater to be extracted during the construction phase and an adjustment of the groundwater management.

After Juchtenkäfer had been verified in the area of ​​the planned construction site for the crossing structure Ehmannstrasse, a re-planning with two smaller construction pits took place. One is still planned in Rosensteinpark, the other on the grounds of the parking station at Rosensteinpark. Instead of one large shaft, two small shafts are now provided. This means that there is no need to move Ehmannstrasse.

construction

Following the new Neckar bridge, the two tubes are initially to be constructed over a length of around 60 m using an open construction method with a horseshoe profile. The adjoining area is to be built using a mining method in order to protect the Rosenstein Park. The Mittnachtstrasse branching structure is to be built using the cut-and-cover method, as is the S-Bahn tunnel between Mittnachtstrasse station and Stuttgart main station. The drive for the mainline tunnel is to be carried out from the north head of the main station and from the north intermediate approach at the north station . The S-Bahn section is to be driven from the Mittnachtstrasse intermediate attack and the future Ehmannstrasse rescue access.

Ehmannstrasse is to be relocated during the construction period.

Work on the intermediate attack north in March 2013

According to the planning status from the beginning of 2012, the construction site should be cleared in 2012 and the construction work in early 2013. In February 2013, construction work on the north intermediate approach began to secure the subsoil . The intermediate attack was completed in October 2013. Since a plan change procedure had not yet been completed, the main drive could not begin (as of November 2013). The start of tunneling for the connecting structure (the main tunnels are reached via a connecting structure from the intermediate approach) in the direction of the main train station was planned for February 2014 in the direction of the main train station and in March 2014 in the direction of Bad Cannstatt. The tunneling work finally began in February 2014.

The tunnel sponsor Simone Herrmann carried out the symbolic tunnel stop at the intermediate attack north on March 21, 2014. She is the wife of the President of the Regional Assembly of the Stuttgart Region Association , Thomas Bopp . According to the railway, the construction work had to be stopped for around a week at the end of August 2014 because there were no permits for changes to the plan.

At the beginning of December 2014, around 900 meters of the tunnel had been driven. On July 14, 2015, a pipe was damaged while anchors were being set for the smoke extraction structure; 400,000 liters of water ran onto Heilbronner Strasse. After about 740 meters of tunneling, the upper part of the cross-section of the tunneling from the north station to Bad Cannstatt, in the tube that will be used by trains going to the main station in the future, was cut through in February 2016. It was the first breakthrough of a Stuttgart 21 tunnel.

Central station, future exit area towards Feuerbach (left) and Bad Cannstatt (right), January 2018

On December 19, 2016, after a construction period of 33 months, the east tube between the Rosenstein intermediate attack, which lies on the Bad Cannstatt district, and the planned main train station was broken through. The breakthrough occurred 70 m below Birkenwaldstrasse and was celebrated as the "first tunnel breakthrough in the Stuttgart 21 project". The 500 or so guests included railway boss Rüdiger Grube , Stuttgart Mayor Fritz Kuhn , Interior Minister Thomas Strobl and CDU member of the Bundestag Norbert Barthle . On October 10, 2017, the drive in the east tube was broken through. At this point in time, a total of 5.1 km of the two tunnel tubes had been driven.

A building permit was not yet available for the completion of the tunneling of this tube to the portal on the Bad Cannstatt side. The reason for this is, among other things, ten trees in the area of ​​Ehmannstrasse, which were not allowed to be felled at the beginning of 2015 due to the Russian beetle and other occurrences. Alternative construction methods would be considered. According to the railway, the section is considered time-critical for the project. In order to fell trees in the area of ​​the Neckar portal (in an FFH area), a permit from the European Union is required. If this is not available in January 2017, there is a risk of a seven-month delay (as of November 2016). The EU Commission issued a statement on January 30, 2018. The plan change notification for the 17th plan change in PFA 1.5, applied for on August 10, 2015, was issued on February 8, 2018. This means that around 100 trees can be felled on the slope below Rosenstein Castle, including six suspected Russian beetle trees. Precipitation began on February 12, 2018 and was completed on February 15, 2018. Juchten beetles or their larvae were not found. On December 4, 2018, excavation began at the Neckar portal towards Rosenstein with a symbolic bite. At this point in time, a total of 969 m of double-track tunnel was still pending. The drive ended with the breakthrough of the western tube in February 2020.

business

The structure is an essential part of route 4715, which connects the main train station with Bad Cannstatt.

A traffic forecast expects a traffic volume (cross-sectional load) of around 24,000 travelers per day in 2025.

The operating program for the 2011 stress test at Stuttgart 21 provides for a basic service of 4 trains per hour and direction through the tunnel, 3.5 of which are regional trains and a two-hour long-distance line. At the peak hour, five additional trains were planned (into town).

The first expert draft for the Deutschland-Takt (for the year 2030) presented in October 2018 provides for 5.5 trains per hour and direction through the tunnel, including one long-distance train and 4.5 regional trains. Additional trains at rush hour are not yet included. The second expert draft submitted in May 2019 contains the same number of moves.

In the third expert draft published in June 2020, a total of seven long-distance and regional trains per hour and direction between Bad Cannstatt and the main train station are planned.

technology

The superstructure is to accommodate UIC-60 rails on a slab track . The order for the superstructure, which u. a. The tunnel safety lighting , power supply and cable laying as well as doors were also put out to tender in February 2019.

The Ks signals provided in the tunnel were originally intended to be controlled from a new electronic interlocking (ESTW-A) at the main station. In the course of the design planning , it should also be decided whether line train control or ETCS Level 2 should be used in the tunnel . A digital interlocking , ETCS and automated driving operations are now planned as part of the Stuttgart digital node . Equipment with ETCS Level 2 "without signals" is planned.

The contact wire is to be attached to hanging pillars .

security concept

The two tubes of the tunnel are to be connected to each other by cross cuts at a distance of no more than 500 m.

Test route for a slab track that can be used by road vehicles ( Osterberg Tunnel , 2012)

An approximately 90 m long ramp with a 10% gradient is to reach the tunnel in the area of ​​the Ehmannstrasse crossing structure from an access road to the parking station. The slab track should be made drivable for rescue vehicles.

The lamps of the battery-assisted safety lighting are to be installed at a length of 18 m at a height of 2.50 m.

In the Heilbronner Strasse area, at the Werner Siemens School, a smoke extraction structure is also to be built in order to extract smoke from the main train station, its track apron and the double-track tunnel areas in the event of a fire. The two driving tunnels are reached via a 40 m deep and 6.20 m wide shaft.

The Stuttgart Fire Department criticized the merging of the two single-track tubes into a double-track tunnel and called for the tubes to be separated so that the tubes could be kept free of smoke in the event of a fire.

As part of a reorganization of the fire protection concept, Deutsche Bahn announced in February 2016 that it would build a wet pipe that would be filled by pump stations in the main train station. A circulation pump at the tunnel portal should prevent the water from freezing in frost. In March 2020, the company applied for a conversion of the dry extinguishing water pipe to a partially filled wet extinguishing water pipe.

Web links

Individual evidence

  1. ↑ Tunnels for the Stuttgart – Ulm rail project before the start . In: newstix.de . 2013. Retrieved March 2, 2013.
  2. ^ Tunnel construction for Stuttgart 21: driving and excavation. (PDF) In: bahnprojekt-stuttgart-ulm.de. May 4, 2020, accessed May 6, 2020 .
  3. ^ Construction work in Stuttgart 21: Bad Cannstatt tunnel. (PDF) In: bahnprojekt-stuttgart-ulm.de. September 2, 2019, accessed September 10, 2019 .
  4. ↑ a b Bad Cannstatt tunnel is finished. 3.5 kilometer long tunnel under the Rosensteinpark cut through. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, February 17, 2020, accessed on February 18, 2020 .
  5. ↑ a b Christian Milankovic: First S-21 tunnel section reaches the city . In: Stuttgarter Zeitung . tape 72 , no. 295 , December 20, 2016, p. 19 ( online ).
  6. ↑ a b c DB ProjektBau, Project Center Stuttgart 1 (Ed.): Stuttgart 21: Feuerbach and Bad Cannstatt feeder with S-Bahn connection . 14-page brochure dated August 2003.
  7. ↑ a b c d 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).
  8. ^ Reimar Baur: Tunnel construction in the Stuttgart 21 project . In: Geotechnik , Volume 25 (2002), Issue 3, pp. 153–156.
  9. ↑ Federal Railway Office (Ed.): Plan approval decision according to § 18 Para. 1 General Railway Act (AEG) for the reconstruction of the Stuttgart railway junction "Project Stuttgart 21" Plan approval section 1.1 (valley crossing with new main station) from rail km - 0.4-42 .0 to train km + 0.4 + 32.0 in Stuttgart . Stuttgart January 18, 2005, p. 204 ( PDF file ). PDF file ( 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.  @1@ 2Template: Webachiv / IABot / www.eba.bund.de
  10. ↑ Federal Railway Office (Ed.): Plan approval decision according to § 18 Abs. 1 Allgemeine Eisenbahngesetz (AEG) for the reconstruction of the Stuttgart railway junction "Project Stuttgart 21" Plan approval section 1.5 to Feuerbach and Bad Cannstatt from rail km - 4.0 - 90, 3 to - 0.4 - 42.0 and - 4.8 - 64.4 to - 0.4 - 42.0 in Stuttgart . Document dated October 13, 2006 ( PDF file , 1.2 MB), page 268.
  11. ↑ a b c d e f g h i j k l m n o p q DBProjektBau GmbH, Niederlassung Nordwest (Ed.): Plan approval documents. Redesign of the Stuttgart railway junction. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.5: Access to Feuerbach and Bad Cannstatt. Construction km -4.0 -90.3 to -0.4 -42.0 and -4.8 -64.4 to -0.4 -42.0.
    Appendix 1: Explanatory report. Part III: Description of the plan approval area     .
    Document dated June 9, 2006. Plan approved on October 13, 2009 by the Federal Railway Office, Karlsruhe / Stuttgart branch (file number 59160 PAP-PS21-PFA1.5 ), pp. 9, 11, 15 f., 17-21 , 24-26, 32-35, 37-40, 50-53, 56-57, 58 f., 62.
  12. ^ Arbitration Stuttgart 21 PLUS (PDF file; 80 kB). November 30, 2010, p. 14.
  13. ^ Christian Milankovic: Federal government is planning a new rail tunnel in Stuttgart . In: Stuttgarter Zeitung . tape 76 , March 13, 2020, p. 21 ( online for a fee ).
  14. ^ Deutsche Bahn AG, network division, regional area Stuttgart, project (ed.): Project "Stuttgart 21": The feasibility study (overview) . Four-page information brochure, no year (approx. 1995).
  15. ↑ a b DBProjekt GmbH, Stuttgart 21 (ed.): Plan approval documents: Redesign of the Stuttgart railway junction. Expansion and new line Stuttgart - Augsburg, area Stuttgart - Wendlingen with airport connection: Section 1.1, valley crossing with main station. Construction km -0.4 -42.0 to +0.4 +32.0. Explanatory report Part I: General part . Plan approved document of January 28, 2005, pp. 59–67.
  16. ↑ Dispute over the rescue tunnel . In: Neue Württembergische Zeitung . October 14, 2009, p. 17 .
  17. ^ D-Stuttgart: Construction work for tunnel . Document 2010 / S 198-302726 of October 12, 2010 in the electronic gazette of the European Union.
  18. ↑ Michael Isenberg: The new maker is under time pressure . In: Stuttgarter Nachrichten , August 19, 2011, online .
  19. ^ A b Michael Isenberg: Züblin is to build an underground station . In: Stuttgarter Nachrichten (online edition), March 13, 2012.
  20. ↑ Deutsche Bahn AG (Ed.): Stuttgart 21 - Opportunity / Risk Status . Presentation of September 23, 2011 ( PDF file ), p. 9.
  21. ↑ Holger Gayer, Christian Milankovic: Stuttgart 21 not affected by company insolvency . In: Stuttgarter Zeitung . June 20, 2013, p. 27 (similar version online ).
  22. ↑ DB Mobility Logistics AG (ed.): DB awards contracts for tunnels and new Stuttgart underground station worth around 800 million euros . Press release from March 13, 2012.
  23. ↑ a b c Volker Kefer : Stuttgart 21 and NBS Wendlingen-Ulm Document for the Examination and Compliance Committee (PCA) of the DB and the Steering Committee (LK) S21 . Berlin / Stuttgart, March 23, 2012 PDF file (880 kB), pp. 5, 22.
  24. ^ A b D-Stuttgart: Construction work for tunnel . Document 2012 / S 185-303795 of September 26, 2012 in the supplement to the Electronic Official Journal of the European Union .
  25. ↑ a b Second tube of the Bad Cannstatt tunnel knocked through. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, October 10, 2017, accessed on October 10, 2017 .
  26. ↑ Markus Heffner: The north entrance is history . In: Stuttgarter Zeitung , May 3, 2012, p. 20 (similar version online ).
  27. ↑ Birgit Salomon: Awaken enthusiasm . In: BauTecFokus . Winter, 2018, ZDB -ID 2933461-5 , p. 112 f .
  28. ^ Konstantin Schwarz: In a few weeks building rights for the new main station . In: Stuttgarter Nachrichten . August 31, 2004, p. 15 .
  29. ^ Konstantin Schwarz: Postponement for the Juchten beetle . In: Stuttgarter Nachrichten . No. 48 , February 27, 2014, p. 18 ( online ).
  30. ↑ a b Josef Schunder: Bahn: Despite a compulsory break on schedule . In: Stuttgarter Nachrichten . August 30, 2014, p. 18 .
  31. ↑ Christian Milankovic: S 21: Uncertainties also at halftime . In: Stuttgarter Zeitung . tape 73 , June 1, 2017, p. 2 ( online ).
  32. ↑ Notification to amend the planning approval decision of October 13, 2006, Az .: 59160 Pap-PS 21-PFA 1.5 (supply to Feuerbach and Bad Cannstatt) according to § 18 AEG in conjunction with § 76 para. 2 VwVfG and § 18d AEG for the project “Major project Stuttgart 21, PFA 1.5, 14. PÄ (Mining underpass parking station) ", in Stuttgart rail km -2.269 to -2.172 (axis 321) and rail km -2.277 to -2.188 (axis 322) on route 4715 Stuttgart Hbf - Bad Cannstatt . Document with file number 59190-591pä / 008-2304 # 016 from March 19, 2014 ( PDF file ( Memento of the original from March 29, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this note. ), pp. 1, 2, 6, 8. @1@ 2Template: Webachiv / IABot / www.eba.bund.de
  33. ↑ Federal Railway Office (Ed.): Decision on the amendment of the planning approval decision of October 13, 2006, Az .: 59160 Pap-PS 21-PFA 1.5 (supply to Feuerbach and Bad Cannstatt) according to § 18 AEG i. V. m. Section 76 (3) VwVfG and Section 18d AEG for the project “Large-scale project 'Stuttgart 21', PFA 1.5, 11th PÄ: Elevation injections Presselstrasse, Heilbronner Strasse and Gäubahn Viaduct” in Stuttgart Rail km −2.500 to −2.600 on the 4715 Stuttgart Hbf - Bad Cannstatt . Az: 59190-591pä / 008-2304 # 001. September 5, 2014, p. 1, 11-14 ( PDF file ).
  34. ↑ Federal Railway Office (Ed.): Notification according to § 18d AEG i. V. m. Section 76 (1) VwVfG and Section 18 AEG for the “Large-scale project Stuttgart 21: PFA 1.1, 7th PÄ, plan amendment water law” (...) . Gz: 591pä / 006-2304 # 00. Karlsruhe September 22, 2014, p. 1, 4 ( PDF file ). PDF file ( 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.  @1@ 2Template: Webachiv / IABot / www.eba.bund.de
  35. ↑ a b The curtain closed - and many questions unanswered . In: Stuttgarter Zeitung . No. 263 , November 13, 2015, p. 71 ( online ).
  36. ↑ Christian Milankovic: A lack of permits is slowing the railway . In: Stuttgarter Zeitung . tape 61 , no. 242 , October 20, 2015, p. 19 (including title online ).
  37. ↑ Detail - Railway Project-Stuttgart-Ulm . In: bahnprojekt-stuttgart-ulm.de . 2013. Archived from the original on February 25, 2013. Info: The archive link was automatically inserted and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved March 2, 2013. @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de
  38. ^ DB ProjektBau: Citizens' Information for the North District: Construction work in 2013 , presentation from April 18, 2013.
  39. ↑ Steering Committee Stuttgart 21 on November 22 , 2013 , presentation by Deutsche Bahn.
  40. ↑ Cannstatter Ast tunnel - intermediate attack north ( memento of the original from February 26, 2014 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. on the project website, accessed February 20, 2014. @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de
  41. ↑ Stuttgart – Ulm rail project: symbolic start of construction for the tunnel to Bad Cannstatt , press release 016/2014 NEA of the Stuttgart – Ulm communications office from March 21, 2014.
  42. ↑ Josef Schunder: Tunnel builders for Stuttgart 21 have to pause . In: Stuttgarter Nachrichten . August 24, 2014, p. 1 ( online ).
  43. ↑ Elke Hauptmann: The great ditch . In: Esslinger Zeitung . December 4, 2014, ZDB -ID 125919-2 , p. 6 .
  44. ^ Land under in Heilbronner Strasse . In: Esslinger Zeitung . July 15, 2015, ZDB -ID 125919-2 , p. 6 .
  45. ↑ Christian Milankovic: S-21 tunnel builders see light for the first time . In: Stuttgarter Zeitung . No. 34 , February 11, 2016, p. 22 ( online ).
  46. ↑ First tunnel breakthrough celebrated in Stuttgart. In: press releases. Stuttgart-Ulm rail project, December 19, 2016, accessed on December 24, 2016 .
  47. ↑ Christian Milankovic: Species protection upsets the S-21 schedule . In: Stuttgarter Zeitung . No. 35 , February 20, 2015, p. 35 ( online ).
  48. ↑ Christian Milankovic: In the park, not all trees are the same . In: Stuttgarter Zeitung . tape 72 , November 4, 2016, p. 23 ( online ).
  49. ↑ Decision to change the plan approval decision of October 13, 2006 (59160 Pap-PS 21-PFA 1.5 - transfer to Feuerbach and Bad Cannstatt) for the project "DB project Stuttgart-Ulm, plan approval section 1.5, 17th plan change, area" Rosensteinportal "" . (PDF) Federal Railway Office, February 8, 2018, accessed on February 10, 2018 .
  50. ↑ Jürgen Bock: Bahn is allowed to fell 100 trees in Stuttgart . In: Stuttgarter Nachrichten . tape 73 , February 8, 2018, p. 15 ( online under a similar title ).
  51. ↑ Christine Bilger: Trees are falling in Rosenstein Park . In: Stuttgarter Nachrichten . tape 73 , no. 36 , January 13, 2018.
  52. ↑ Bahn has cleared the building site for the Rosenstein portal. Trees on the Neckar fell as planned for the construction of the Bad Cannstatt tunnel. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, February 15, 2018, accessed on February 20, 2018 .
  53. ↑ Barbaratag celebrated with a tunnel stop. Around 82% tunnels driven in the rail project. In: bahnprojekt-stuttgart-ulm.de. DB Project Stuttgart-Ulm, December 4, 2018, accessed on December 10, 2018 .
  54. ^ Verband Region Stuttgart (ed.): Annex 4.1 to template 190/2013; Examination of the transport committee on May 8th, 2013 . May 8, 2013, p. 4 ( PDF file (5 MB)).
  55. ↑ Basic timetable (26 trains) with peak hour trains (49 trains) according to the design by DB Netz. (PDF) DB Netz AG, State of Baden-Württemberg, June 30, 2011, accessed on October 26, 2018 .
  56. ↑ Target timetable Germany-Takt: First expert draft Baden-Württemberg. (PDF) SMA und Partner , October 9, 2018, accessed on October 22, 2018 .
  57. ↑ Destination timetable Germany-Takt. (PDF) Second expert draft Baden-Württemberg. SMA und Partner , May 7, 2019, accessed June 23, 2019 .
  58. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed June 30, 2020 .
  59. ^ Germany-Stuttgart: Construction work for railway lines. In: ted.europa.eu. February 25, 2019, accessed May 15, 2020 .
  60. ^ 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 .
  61. ↑ Michael Kümmling: ETCS Equipment Areas Stuttgart 21. (PDF) In : barkerportal.noncd.db.de. Deutsche Bahn, May 10, 2019, archived from the original on October 21, 2019 ; Retrieved on October 21, 2019 (Annex_03.1.10 _-_ Overview sketch_ETCS equipment stand.pdf in the ZIP archive).
  62. ↑ Markus Heffner: Fire department criticizes the concept of the railway . In: Stuttgarter Zeitung , 68th Volume, No. 144, June 25, 2012, p. 17 (similar version online ).
  63. ↑ Andreas Böhme: New fire protection concept for Stuttgart 21 . In: Südwest Presse . February 16, 2016, ZDB -ID 1360527-6 , p. 5 .
  64. ↑ Determination of the non-existence of the obligation to carry out an environmental impact assessment in the case of change projects that are subject to preliminary assessment in accordance with Section 5 (1) i. V. m. Section 9 Paragraphs 1 and 4 of the Act on the Environmental Impact Assessment for the "Large-scale Project Stuttgart-Ulm, PFA 1.5, 33rd Plan Change" Wet Extinguishing Water Pipeline "", rail km -4.864-0.442 of the route 4715 Stuttgart Hbf-Bad Cannstatt, Train km -2.655 --0.022 on line 4805 Stuttgart Hbf deep – Stuttgart North and train km -4.090 - -0.442 on line 4813 Feuerbach –Stuttgart Hbf deep in Stuttgart. (PDF) Application dated 03.03.2020, Ref. * 0003286094 *. In: eba.bund.de. Federal Railway Office, April 8, 2020, accessed on April 8, 2020 .