Feuerbach tunnel

from Wikipedia, the free encyclopedia
Feuerbach tunnel
use Railway tunnel
place Stuttgart
length 3026 m
Number of tubes 1/2
Largest coverage approx. 100 m
construction
Client DB network
start of building December 10, 2014
completion 2021 (planned start of track construction)
business
release December 2025 (planned)Template: future / in 5 years
location
Feuerbach Tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
Nordkopf Stuttgart Hbf 48 ° 47 ′ 6 "  N , 9 ° 10 ′ 48"  E
Feuerbach portal 48 ° 48 ′ 40 "  N , 9 ° 10 ′ 16"  E

The Feuerbach tunnel is an approximately 3200 m long railway tunnel under construction in Stuttgart . In the course of Stuttgart 21, it will connect the north end of the main station with the through tracks of the existing regional and long-distance railway line to the north in Feuerbach .

The construction contract was awarded on March 12, 2012. The symbolic start of construction was celebrated on December 10, 2014. The breakthrough was celebrated on July 17, 2018. According to the project company, 6.0 km of a total of 6.1 km of tunnels have been excavated (as of May 2020). The last breakthrough, in Feuerbach, took place on June 5, 2020.

After the tunneling, the interior work and the railway equipment will take place.

course

The two continuous main tracks of the line that flows into the main train station via the Filder tunnel merge into the Feuerbach tunnel. These platform tracks 4 and 5 can be driven at 100 km / h in the area of ​​the main station.

The north-west portal of the tunnel should be in the area of the Feuerbach station , between the two current long-distance and regional train tracks in the station. The new line is to be connected to the existing network (today's long-distance railway tracks) in Feuerbach station (north of the intersection with Borsigstrasse). On the bridge over the Borsigstrasse, which is to be given a new superstructure as part of the construction work, the tunnel begins with a 25 per mil steep ramp. This trough structure is followed by a short section built using the open construction method.

After the north portal, the route bends in a south-westerly direction and crosses under the two S-Bahn tracks to the north-west of the Prague tunnel . Then the tracks of the Stuttgart light rail are to be crossed under. In the section to be built by mining, the two tracks will be routed in two separate tubes. You pass under the Killesberg , the old exhibition center , the tram tunnel to the Killesberg and residential areas on the Kriegsberg with overburden of between 40 and 100 m.

About 300 meters before reaching the basin of the tunnel is vertically freely the northern (from Bad Cannstatt coming) tube of the tunnel bath CAN place in the kilometer cross -1.1. The tube from Feuerbach is then merged with the tube from Bad Cannstatt in a double-track tunnel and finally introduced into the main station (opposite direction in the same way in another double-track tunnel). The main station is reached in the Jägerstrasse area.

The design speed in Feuerbach station is 100 km / h, in the remaining part 160 km / h. The maximum speed in the tunnel was given as 120 km / h in 2018.

Course in the profile plan

The maximum longitudinal inclination is 25 per thousand and is reached in both tubes between the construction kilometers −3.915 and −3.196.

The planned overburden in the northern section, at the transition from the open to the mining method, is around 20 m. In the subsequent area, below the Killesberg, the old exhibition grounds and the Kriegsberg, the overburden is between 40 and 100 m. In the area of ​​the branching structure at the main station, the overburden towards the main station decreases from around 70 to around 35 m. The lowest cover of around 2.20 m is achieved in the area of ​​the main train station (under the Chamber of Commerce and Industry building, Jägerstrasse 26).

cross-section

Cross-section for two inward tracks (left) and two outward tracks (right) at the transition from mining to open construction (construction status 2019)
Special cross-section with a 4.05 m radius

The northerly around 230 m of the tunnel should be in a double-track tunnel due to the limited space available. In this area, the track center distance is to be increased from 4.00 to around 5.00 m. The clear height should be 7.10 m. Between the transition from the open to the mining method, the clear width is to be increased from 12.20 to 21.47 m.

The subsequent single-track mining tunnels have a special cross-section with an inner radius of 4.05 m and a clearance height of 6.20 m above the top of the rails. This cross-section was developed for the Stuttgart 21 project based on geological and economic considerations. According to information provided by Deutsche Bahn in the planning approval procedure, 4.70 m are usual for a speed of 160 km / h. However, this deviation is not relevant to safety, since the 4.70 m radius is designed for speeds of 230 to 300 km / h, but no speed greater than 160 km / h is intended in the present area.

At the transition to the main station, the tracks of the Feuerbach and Bad Cannstatt tunnels are in a standard cross-section for double-track railway tunnels.

geology

The tunnel penetrates - over a length of about 1.6 km - swellable and non-swellable layers of gypsum keuper , with the swellable keuper in so-called anhydrite lenses. The research status of 2002 suggests four such lenses. Some of the tubes are to be dimensioned against the swelling pressure (resistance principle), and others are to be given a crumple zone based on the model of the Freudenstein tunnel and the Engelberg base tunnel.

A report submitted at the end of 2016 by KPMG and Ernst Basler & Partner on behalf of DB sees a total of 950 m of tunneling in anhydrite as "critical". The probability of a serious damage case is given as 4.5 to 13.5 percent.

history

planning

The feasibility study of the Stuttgart 21 project presented at the beginning of 1995 envisaged a fundamentally different route between the main train station and Feuerbach. Two double-track tunnel tubes were to be connected to the north-west of the main train station and merged in a narrow curve in a north-easterly direction. At the height of Wolframstrasse, southwest of the Mittnachtstrasse station , tubes were to be split up. Two initially single-track tubes were to pull out of a switch field to Feuerbach, Bad Cannstatt and the Mittnachtstraße station (S-Bahn). The two single-track tubes to Feuerbach were supposed to merge below the Mittnachtstraße S-Bahn station and, after an arch in a north-westerly direction , open into a new Prague tunnel .

The Stuttgart 21 synergy concept presented at the end of 1995 deviated from this route. Instead of using the Prague tunnel, the study recommended that the new line should be run directly from the main train station to Feuerbach.

The route of the spatial planning procedure provided for the transition from the double-track to single-track tunnel tubes under the Kriegsberg. After an anhydrite lens had been found in the area of ​​the future north head of the main train station in the course of the subsoil investigation, the head of the train station was reduced in size and the transition to the four single-track tubes moved towards the main train station. The crossing of the tube from Bad Cannstatt would no longer be in anhydrite.

A route changed compared to the regional planning procedure was introduced into the plan approval procedure. According to the DB, the new line, which has been shifted by up to 60 m, allows a continuous design speed of 160 km / h until it is swiveled into the main station and avoids anhydrite deposits that were found in the subsoil investigation.

The tunnel forms lot 2 in the planning approval section 1.5 of the project. The plan approval decision for this plan approval section 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. A maximum distance of 500 m is now planned.

The joint tender for the shell construction of the tunnel and the long-distance rail feeder from Bad Cannstatt was published on October 12, 2010 in the electronic gazette of the European Union . The construction contract to be awarded is to run from April 14, 2011 to November 30, 2016. In mid-2011, Deutsche Bahn expected the building contract to be awarded for October or November 2011. The planned award of the contract was delayed due to price negotiations. In autumn 2011, Deutsche Bahn anticipated that it would not be able to achieve the target amounts due to improvements in plan approval section 1.5. The order volume for the construction of the main train station, the Bad Cannstatt tunnel and the Feuerbach tunnel was estimated by Deutsche Bahn at around one billion euros.

The construction contract for the Feuerbach tunnel was awarded on March 12, 2012 to a bidding consortium led by the Stuttgart construction company Baresel . In addition, the companies Kunz and Walo are involved in the working group. The formal award was made on March 23, 2012.

The construction contract was awarded for 187.49 million euros. A total of five bids had been received; the highest bid was 227.2 million euros. Except for steel, this is a fixed price . According to its own information, the award target of the Deutsche Bahn was 200 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.

On July 2, 2013, the 10th amendment notice for plan approval section 1.5 was issued. This means that sand lizards found at the intermediate attack in Prague should be allowed to be relocated to a habitat in Steinheim an der Murr .

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 changes

In the plan approved, a smoke extraction building is planned for about half the length of the tunnel in a parking lot east of the old exhibition hall 14 (on Killesberg) ( 48 ° 48 ′ 5.5 ″  N , 9 ° 10 ′ 33.7 ″  E ) . The approximately 65 m deep and 6.20 m wide exhaust air shaft is to reach the tunnel between the two tubes and be connected to the two tubes with two ventilation tunnels, each around 7.50 m long and 4.40 m wide. In the event of a fire, this structure is intended to ensure smoke extraction from the main train station and the two-track tunnel area. The intermediate attack on the Pragsattel ( 48 ° 48 ′ 26 ″  N , 9 ° 10 ′ 49 ″  E ) is to serve as a rescue access in the future. The largely underground structure is now to be built at the Prague intermediate attack (as of September 2013). As part of a rescheduling of the fire protection and rescue concept, the smoke extraction structure is to be centralized with three structures in the area of ​​the Prague tunnel, in addition to the smoke extraction structure for the Bad Cannstatt tunnel. An application for a plan change procedure for centralizing smoke extraction at the “Smoke Extraction Building Rescue Exit Prague” was applied for in May 2017. It is the 27th plan amendment procedure in plan approval section 1.5. The smoke extraction structure is to be built in the pre-cut of the rescue access to the Feuerbach tunnel, southwest of the south portal of the Prague tunnel. The plan change resolution was published in mid-December 2017. The postponement, which took place without public participation, met with criticism from affected residents.

At the beginning of July 2012, a plan amendment procedure became known, which would include the public authorities . Changes are to be made to the Killesberg smoke extraction structure, the distance between the crosscuts to be reduced and a site road to be changed. According to the railway, the aim is still to find another location (as of August 2013). An alternative location is being considered on the Wartberg .

On October 11, 2013, Deutsche Bahn applied for a plan change in order to be able to use additional space at the Prague intermediate attack after an increased space requirement had been determined in the course of the implementation planning. The Federal Railway Authority approved this as the 13th change in plan approval section 1.5 on March 27, 2014.

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.

construction

Southern portal, January 2016
Cleared access to the intermediate attack in Prague (June 2013)

The completion of the shell was planned for 2016 in 2010.

Clearance of the construction site should begin in 2012. The start of construction was planned for December 2012 in July 2012. According to earlier information (March 2012), construction work should begin at the beginning of 2013, provided that the groundwater management can be commissioned in good time. The resettlement of sand lizards led to delays according to the railway. It was completed in mid-September 2013. In order to be able to start construction of the trough in Feuerbach station, a hearing procedure on the abstraction of groundwater must be completed (as of September 2013).

According to the status of June 2013, tunneling should start after the 2013 “summer break”.

According to railway information, construction work on the Prague intermediate attack began around mid-December 2014. On December 10, 2014, the symbolic start of construction was celebrated at the Prague intermediate attack. At that time, around 50 meters of the 320 meter long tunnel had been excavated. The tunnel sponsorship was taken over by Selma Gutscher, a project engineer from DB Projekt Stuttgart-Ulm GmbH . Accordingly, the structure is also known as the Selma tunnel . At the beginning of February 2015, around 120 m of the intermediate attack had been driven. The tunneling runs 24 hours a day, with four to six miners per shift. The approximately 340 m long intermediate approach is intended to serve as a smoke extraction structure and a passable emergency tunnel.

The construction contract comprises a total of 5.2 km of single and double-track tunnels, which are to be built using the mining method ( shotcrete method ). An intermediate approach (around 310 m long) and a roughly 450 m long trough structure are to be built using the cut-and-cover method. In addition, connecting structures with a total length of approx. 120 m and a smoke extraction structure about 70 m deep are planned.

The structure is to be built largely by mining, using shotcrete construction . An open construction is only planned in the approximately 230 m long northern section. The tunneling work is to run in both directions from the north head of the main station and an intermediate approach to the east portal of the existing Pragtunnel. The intermediate attack, which serves to shorten the construction time, is to be connected via construction roads to the central logistics area planned as part of Stuttgart 21 at the Nordbahnhof . Excavators, chisels and blasting are to be used to drive two meters per day.

Barriers on the middle platform of the Stuttgart-Feuerbach train station (October 2012). The part facing away from the S-Bahn track is to be removed in the course of clearing the construction site.

Before the main construction work began, the long-distance and regional train tracks in the Feuerbach station were to be widened to make room for the ramp of the Feuerbach tunnel. A total of ten construction phases over around four and a half years are planned for the Feuerbach train station. Closing breaks are primarily planned at night and on weekends.

In July 2015, a new detailed noise report was announced, according to which the number of residents with a right to noise protection doubled from 250 to around 500. Due to noise problems, the tunneling ran at a reduced speed in mid-2015. A 5500 square meter and 16 meter high roof was therefore to be built at the intermediate attack for two million euros. The mined rock should be crushed underground in a crusher and transported out of the tunnel on a conveyor belt. The enclosure should be completed by the end of the 1st or the beginning of the 2nd quarter of 2016 and then full load operation for tunneling should be started and the excavation should also be removed at night (to the C2 area). In February 2016, DB announced that it would not build the 5500 m² roof after all. It would not have provided any relief because of the necessary air intake. Instead, a 970 m² underground interim storage facility was created for the nocturnal eruption.

In February 2016 a 1.0 km tunnel was excavated. According to the railway, lifts of up to 13 mm occurred during the advance, which however came to a standstill. In mid-2017, the drive from the main train station was 2 meters per day, towards the main train station 1.6 meters per day. Due to movements in the mountains, one of the two tubes was re-calculated statically. The first breakthrough to the city center took place in March 2018. The other tube was broken through in July 2018 in the presence of railway boss Richard Lutz at the main station.

The last breakthrough, according to Feuerbach, took place on June 5, 2020. According to the railway, around 70 percent of the inner shell had been installed by this time.

Track construction is scheduled to begin in mid-2021.

The manufacture of the tunnel shoulder, which was advertised in February 2019, was discontinued in May 2019 without giving any reason.

Future exit area towards Feuerbach (left) and Bad Cannstatt (right), January 2018
State of construction at Feuerbach station in December 2018: A section of the Feuerbach tunnel can be seen between the S-Bahn and long-distance train tracks (right).

In the plan approval application from 2006, a construction period of around five years is planned for the tunnel, followed by another two years for the installation of the technical equipment, a trial run and commissioning.

business

A traffic forecast expects a traffic volume (cross-sectional load) of around 94,700 travelers per day in 2025.

The operating program for the 2011 stress test at Stuttgart 21 provides for a basic service of 9.5 trains per hour and direction through the tunnel, including 5 long-distance and 4.5 regional trains. At peak hour (arrival 7:00 a.m. to 7:59 a.m. at the main station), 17 trains were planned for Stuttgart, including 4 long-distance and 13 regional trains.

The first Deutschland-Takt expert draft submitted in 2018 envisaged an offer (for the year 2030) of twelve trains per hour and direction through the tunnel, of which 6.5 were long-distance trains and 5.5 were regional trains. Additional trains at rush hour are not yet included.

outlook

In the middle of October 2019, the transport committee of the state parliament of Baden-Württemberg decided unanimously that the state should decide for “the capacity expansion of the northern inlet Feuerbach / Zuffenhausen by a 5./6. Track as a measure to implement the Germany clock "should use. This should close a gap between the end of the high-speed route from Mannheim and the start of the Stuttgart 21 infrastructure in Feuerbach. For this purpose, a ten kilometer long tunnel is 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. The main line tunnel was included in the third expert draft of the Deutschland-Takt . If a subsequent economic assessment turns out to be positive, the measure would be included in the Federal Railways Expansion Act.

In the third expert draft published in June 2020, 13 trains per hour and direction are planned in the northern approach to Stuttgart.

technology

A slab track is planned in the tunnel . 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 planned in the tunnel were to be controlled from a new electronic interlocking (ESTW-A) at the main station. In addition, it was planned to equip it with ETCS . A digital interlocking , ETCS and automated driving operations are now planned as part of the Stuttgart digital node . Equipment with ETCS Level 2 (partly "without signals") is planned. The exit signals in the direction of Feuerbach and the entry, follow-up and access security signals in the direction of the main train station are to be arranged in the tunnel (as of October 2019).

security concept

Two fire engines on the slab track, which is accessible to road vehicles
Test route for a slab track that can be driven on by road vehicles ( Osterberg Tunnel , 2012)

The slab track should be made accessible by emergency vehicles. In the tunnel, a side path 1.20 m wide is to be created as an escape route . In addition, an extinguishing water pipe is planned. Connection structures are to be built at a distance of 1000 m (as of 2006), including in the area of ​​the introduction of the intermediate attack. The lamps of the battery-assisted safety lighting are to be installed at a longitudinal distance of 18 m at a height of 2.50 m.

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

Commons : Tunnel Feuerbach  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c Stuttgart – Ulm railway project e. V .: Stuttgart – Ulm rail project: symbolic start of construction for the tunnel to Feuerbach . Press release from December 11, 2014.
  2. ↑ 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).
  3. ↑ SWR Aktuell: Breakthrough at the Feuerbach tunnel celebrated . In: swr.online . ( swr.de [accessed on July 18, 2018]).
  4. ^ Tunnel construction for Stuttgart 21: driving and excavation. (PDF) In: bahnprojekt-stuttgart-ulm.de. May 4, 2020, accessed May 6, 2020 .
  5. ↑ Construction work Stuttgart 21: Feuerbach tunnel. In: bahnprojekt-stuttgart-ulm.de. May 4, 2020, accessed May 6, 2020 .
  6. ↑ a b carbon copy shortly before the Feuerbach train station. The Feuerbach tunnel is now ready. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, June 5, 2020, accessed on June 5, 2020 .
  7. ↑ a b c d e f g DB ProjektBau, Project Center Stuttgart 1 (ed.): Stuttgart 21: Feuerbach and Bad Cannstatt feeder with S-Bahn connection . 14-page brochure dated August 2003.
  8. ↑ 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 f., 22, 27, 32 -35, 37-41, 43-48, 58 f., 62.
  9. ↑ Florian Bitzer: Stuttgart 21. (PDF) More air for public transport - better air for the city. DB Projekt Stuttgart-Ulm GmbH, June 14, 2018, p. 9 , accessed on June 24, 2018 .
  10. ↑ a b Götz Schultheiss: The loud beeping is driven out of the truck . In: Stuttgarter Nachrichten . No. 158 , July 13, 2015, p. 14 ( online ).
  11. ^ Reimar Baur: Tunnel construction in the Stuttgart 21 project . In: Geotechnik , Volume 25 (2002), Issue 3, pp. 153–156.
  12. ↑ Thomas Wüpper: Expert: Bahn underestimated tunnel risks . In: Stuttgarter Nachrichten . tape 72 , December 3, 2016, p. 24 (including title online ).
  13. ^ Deutsche Bahn AG, network division, Stuttgart regional area, projects (ed.): Project »Stuttgart 21«. The feasibility study . Brochure (40 A4 pages), Stuttgart, approx. 1995, p. 16 (similar version as PDF file online, 14 MB).
  14. ^ Deutsche Bahn AG, network division, regional area Stuttgart, projects (ed.): The synergy concept Stuttgart 21. The results of the preliminary project . Brochure (44 A4 pages), Stuttgart, 1995, p. 18 f ( PDF file , 14 MB).
  15. ↑ a b c d D-Stuttgart: Construction work for tunnel . Document 2010 / S 198-302726 of October 12, 2010 in the electronic gazette of the European Union.
  16. ↑ Dispute over the rescue tunnel . In: Neue Württembergische Zeitung . October 14, 2009, p. 17 .
  17. ↑ Michael Isenberg: The new maker is under time pressure . In: Stuttgarter Nachrichten , August 19, 2011, online .
  18. ^ A b Michael Isenberg: Züblin is to build an underground station . In: Stuttgarter Nachrichten (online edition), March 13, 2012.
  19. ↑ Deutsche Bahn AG (Ed.): Stuttgart 21 - Opportunity / Risk Status . Presentation of September 23, 2011 ( PDF file  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. ), P. 9.@1@ 2Template: Toter Link / www.bahnprojekt-stuttgart-ulm.de  
  20. ^ Konstantin Schwarz: The underground station is two years late . In: Stuttgarter Nachrichten . No. 55, March 6, 2012, p. 18.
  21. ↑ DB Mobility Logistics AG (Ed.): DB awards contracts for tunnels and the new Stuttgart underground station worth around 800 million euros ( Memento of the original from March 2, 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. . Press release from March 13, 2012. @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de
  22. ↑ 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.
  23. ^ 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 .
  24. ↑ Markus Heffner: The north entrance is history . In: Stuttgarter Zeitung , May 3, 2012, p. 20 (similar version online ).
  25. ^ Federal Railway Office (Ed.): PDF file notification 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, 10th change of plan: change of the landscape conservation plan and approval of an exception under species protection law", in Stuttgart rail km 3,000 to 4,900 of the lines 4800/4801 Stuttgart - Bretten  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . Document with file number 59190-591pä / 007-2304 # 026 dated July 2, 2013, pp. 3-5.@1@ 2Template: Toter Link / www.eba.bund.de  
  26. ↑ Birgit Salomon: Awaken enthusiasm . In: BauTecFokus . Winter, 2018, ZDB -ID 2933461-5 , p. 112 f .
  27. ↑ Nina Ayerle: Smoke extraction structures are mainly underground . In: Stuttgarter Zeitung . No. 217 , September 18, 2013, p. 65 ( online ).
  28. ^ Konstantin Schwarz, Michael Deufel: Railway: Fire protection at S 21 works . In: Stuttgarter Nachrichten . No. 99 , April 30, 2014, p. 23 (similar version online ).
  29. ↑ Determination of the failure to carry out an environmental impact assessment (UVP) in accordance with Section 3a of the Environmental Impact Assessment Act (UVPG) for the project “Großprojekt Stuttgart 21, PFA 1.5; 27. Change of plan "Smoke extraction building rescue exit Prague" “, on the route 4813 Feuerbach-Stuttgart Hbf deep -Ulm Hbf in Stuttgart. (PDF) (No longer available online.) In: eba.bund.de. Federal Railway Office, May 12, 2017, p. 1 , archived from the original on August 12, 2017 ; Retrieved July 2, 2017 . 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
  30. ↑ Stuttgart – Ulm rail project: Planning approval section 1.5 - Access to Feuerbach and Bad Cannstatt: plan amendment procedure “Smoke extraction structure, rescue exit Prague”. (PDF) Deutsche Bahn, August 3, 2017, pp. 5, 8, 13 , accessed on August 12, 2017 (1.7 MB).
  31. ↑ Trouble about S 21 on the Wartberg . In: Stuttgarter Zeitung . tape 74 , January 31, 2018, p. 20 ( online ).
  32. ↑ a b New changes to S-21 plans . In: Stuttgarter Nachrichten , July 7, 2012, p. 22.
  33. ^ A b Georg Friedel: The construction of the station elevators is delayed . In: Stuttgarter Zeitung . No. 219 , September 20, 2013, p. 95 ( online ).
  34. ↑ Eisenbahn-Bundesamt (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 in conjunction with § 76 para. 2 VwVfG and § 18d AEG for the project "major project" Stuttgart 21 ", PFA 1.5, 13. PÄ: Adaptation of the construction areas ZA Prague", in Stuttgart rail km -0.442 to -3.683 of the route 4813 ( Memento of the original from March 29, 2014 on 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. . Document with file number 59190-591pä / 008-2304 # 011 of March 27, 2014, pp. 5, 7, 10. @1@ 2Template: Webachiv / IABot / www.eba.bund.de
  35. ↑ 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
  36. ↑ Thomas Braun, Markus Heffner: The schedule for the Fildertrasse is shaky . In: Stuttgarter Zeitung . June 19, 2013, p. 17 ( online ).
  37. ↑ Georg Friedel: The big dig begins under the Pragsattel . In: Stuttgarter Zeitung . No. 12 , January 16, 2015, p. 63 .
  38. ↑ Rebecca Anna Fritzsche: Every day it goes two meters ahead . In: Stuttgarter Zeitung . No. 28 , February 4, 2015, p. 49 ( online ).
  39. ^ D-Stuttgart: Services of security services . Document 2012 / S 159-266223 of August 21, 2012 in the supplement to the Electronic Official Journal of the European Union .
  40. ↑ Konstantin Schwarz: Soundproofing for twice as many residents . In: Stuttgarter Nachrichten . No. 172 , July 29, 2015, p. 15 .
  41. ^ A b Christian Milankovic: S-21 construction site in the north is too loud . In: Stuttgarter Zeitung . No. 172 , July 29, 2015, p. 19 ( online ).
  42. ↑ The curtain closed - and many questions unanswered . In: Stuttgarter Zeitung . No. 263 , November 13, 2015, p. 71 ( online ).
  43. ↑ Housing for the Wartberg comes in 2016 . In: Stuttgarter Zeitung . October 16, 2015, p. 81 ( online ).
  44. ^ Stuttgart 21: No soundproofing roof at the Prague tunnel . In: Stuttgarter Nachrichten . tape 72 , no. 38 , February 6, 2016, p. 19 ( online ).
  45. ↑ Christian Milankovic: Rail has to change the transport concept on the Prague . In: Stuttgarter Zeitung . No. 37 , February 15, 2016, p. 16 ( online ).
  46. ↑ Christian Milankovic: Pofalla relativizes the meaning of S 21 . In: Stuttgarter Zeitung . tape 73 , April 29, 2014, p. 24 ( online ).
  47. ↑ Dirk Jansch: Railway project digs underground . In: Mannheimer Morgen . June 3, 2017, p. 6 .
  48. ↑ Tunnel builders fight their way through anhydrite . stuttgarter-zeitung.de, March 2, 2018
  49. ↑ Kuhn appeals to the federal government about S-21 costs in: Stuttgarter Zeitung, July 18, 2018
  50. ^ A b Christian Milankovic: The tunnel builders see light . In: Stuttgarter Nachrichten . tape 75 , June 5, 2020, p. 18 .
  51. ^ Germany-Stuttgart: Construction work for railway lines. Document 2019 / S 095-230694. In: Supplement to the Electronic Official Journal of the European Union . May 17, 2019, accessed on May 17, 2019 (German).
  52. ^ 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 ).
  53. ↑ 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 .
  54. ↑ Stress test Stuttgart 21. (PDF) Timetable robustness test . DB Netz AG, June 30, 2011, p. 56 , accessed October 26, 2018 .
  55. ↑ Target timetable Germany-Takt: First expert draft Baden-Württemberg. (PDF) SMA und Partner , October 9, 2018, accessed on October 22, 2018 .
  56. ^ Christian Milankovic: Landtag puts pressure on rail expansion . In: Stuttgarter Zeitung . tape 75 , October 18, 2019, p. 21 ( online ).
  57. ^ 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 ).
  58. ↑ Target timetable Germany cycle Information on the third expert draft. (PDF) In: bmvi.de. Federal Ministry of Transport and Digital Infrastructure , June 30, 2020, p. 15 , accessed on June 30, 2020 .
  59. ↑ Report on the utilization of the access routes and the current status on the subject of northern access. (PDF) In: gecms.region-stuttgart.org. Verband Region Stuttgart , May 25, 2020, p. 2 f. , accessed on June 8, 2020 .
  60. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed June 30, 2020 .
  61. ^ Germany-Stuttgart: Construction work for railway lines. In: ted.europa.eu. February 25, 2019, accessed May 15, 2020 .
  62. ^ 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 .
  63. ↑ 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).
  64. ↑ 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. 25 , 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).
  65. ↑ Andreas Böhme: New fire protection concept for Stuttgart 21 . In: Südwest Presse . February 16, 2016, ZDB -ID 1360527-6 , p. 5 .
  66. ↑ 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 .