Long field tunnel

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Long field tunnel
Langes-Feld-Tunnel / Langesfeld-Tunnel
use Railway tunnel
traffic connection Mannheim – Stuttgart high-speed line
place Möglingen , Kornwestheim , Stuttgart-Zuffenhausen
length 4632 m
Number of tubes 1-3
Largest coverage 14 m
construction
Client German Federal Railroad
building-costs approx. 107 million euros (construction costs, planning status 1988)
start of building July 1984
completion Early 1991
business
operator DB network
release June 2, 1991
map
Map Kornwestheim Rangierbahnhof.png
Kornwestheim marshalling yard with the Langes Feld tunnel
location
Langes Feld tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
Northwest portal 48 ° 52 ′ 17 "  N , 9 ° 8 ′ 6"  E
Southeast portal (exit track) 48 ° 50 ′ 54 "  N , 9 ° 10 ′ 21"  E
The north-west portal of the tunnel
The southernmost portal of the tunnel
The ICE Sprinter Munich-Frankfurt took until their attitude as only scheduled passenger trains, the otherwise reserved to the freight portal connecting Stuttgart-Untertürkheim.
At the south-eastern portal of the tunnel, the route branches off towards Stuttgart Hauptbahnhof (left) and Stuttgart-Untertürkheim (right)

The Langes Feld tunnel or Langes Feld tunnel (also known as the Langesfeld tunnel on the portal signs ) is a railway tunnel on the Mannheim – Stuttgart high-speed line between Möglingen and Stuttgart that was put into operation in 1991 . It crosses under, partly with several tubes, over a total length of up to 4632 m, among other things, the landscape of the " Long Field " near Stuttgart and therefore bears its name.

The total length of all tunnel tubes is given as 5494 m, including 2281 m single-track tunnels. The maximum permitted speed is between 100 and 250 km / h.

course

The tunnel crosses under the Strohgäu in a south-westerly direction. In the area of ​​the north-west portal, it passes under the federal motorway 81, followed by areas used for agriculture. At km 96.28, the Solitudeallee is crossed . This is followed by the crossing under the Kornwestheim marshalling yard (with around 60 tracks), the freight railway to Untertürkheim and the four- track Stuttgart – Bretten line .

The tunnel has a total of four portals. While a portal takes up two tracks in the northwest, there are three (each single-track) portals in the southeast area, near Stuttgart-Stammheim :

  • A trough structure (from route km 93.4) ​​leads into the north-west portal at route km 94.11 ( 48 ° 52 ′ 16.5 ″  N , 9 ° 8 ′ 5.8 ″  E ). The tube runs in a south-easterly direction with two parallel tracks over a length of 3212 m and, after a transfer point (route kilometers 95.8 to 96.1), below the Kornwestheim marshalling yard, at route km 97.2 it splits into two single-track tubes :
  • The southern of the two tubes is used as planned by trains going to Stuttgart. It occurs in the south region at kilometer 98.07 ( 48 ° 50 '54.3 "  N , 9 ° 10' 21"  O ) to the surface. The main route towards Stuttgart Hauptbahnhof is reached in a south-easterly direction via a switch that immediately follows the portal . A connecting track branches off in an easterly direction to the line to Stuttgart-Untertürkheim . The length of the tube is given as 3961 m.
  • The northern of the two tubes accommodates the track on which trains in the direction of Mannheim are scheduled and which comes to the surface at 98.78 km ( 48 ° 50 ′ 33.5 ″  N , 9 ° 10 ′ 26.5 ″  E ). With a length of 4632 m (according to the address on the tunnel portal), the tube, measured from portal to portal, is significantly longer than the tube used by trains in the direction of Stuttgart. A pre-cut with supporting walls is in front of this portal.
  • Threaded from the north tube at branch Untertürkheim at kilometer 97.6 in turn a single-track connection in first southwest direction, and enters at 48 ° 50 '57.7 "  N , 9 ° 10' 20"  O between the northern and southern tube to the Surface. In the process, the track crosses, in a south-easterly direction, the north tunnel running south and finally merges into the freight bypass to Stuttgart-Untertürkheim. The total length of this tube is also given as 4632 m on a sign near the tunnel portal.

In the area of ​​the north-west portal, the route is initially in a right-hand bend of 7000 m radius, which is followed by a short straight line. This is followed by a right curve with a radius of 2000 m, followed by another straight. Shortly before crossing under the marshalling yard there is a right curve of 1700 m radius. After a short straight there is a short left curve of 3000 m radius, followed by a right curve of 690 m radius. The threading into the existing network that follows the tunnel shows a short left-hand curve of 1800 m.

The gradient of the tubes follows the course of the terrain and largely slopes towards the east. At 325  m above sea level NN is in the Long-box tunnel of the highest point of the new line. Approximately in the middle of the tunnel, shortly before the two-track tunnels branch off into two single-track tunnels, there is a gradient of 11.42 per thousand. In the track from Untertürkheim, in the direction of Mannheim, the longitudinal incline is up to 18.5 per thousand.

The maximum permitted speed on the track from Stuttgart-Zuffenhausen towards Mannheim is initially 120 km / h, then increases to 160 km / h (from km 97.9) and is 190 km / h from km 95.8 and 250 km / h km 94.8. From the western tunnel portal (km 94.1) 280 km / h are permitted. In the opposite direction, 250 km / h are permitted from the western tunnel portal, from km 94.1 180 km / h, from km 96.5 160 km / h and from km 97.6 100 km / h. Both the junction and the transfer point in the tunnel can be driven at 100 km / h.

A connecting curve to the Kornwestheim marshalling yard was planned in the north-western area of ​​the tunnel. This so-called Langes Feld junction was subsequently requested by the freight transport service of the Stuttgart Federal Railway Directorate in order to speed up the general cargo trains that use Kornwestheim as a transshipment station and mostly run at night . The rest of the freight traffic to and from Kornwestheim should also be accelerated. The curve in the Lange Feld would have broken away from the double-track section at the Kornwestheim junction and would have merged into a narrow connecting curve in an east-northeast direction that would have come to the surface on the northwestern edge of the container terminal (around 48 ° 51 '37 ″  N , 9 ° 9 ′ 57 ″  E ). During the construction of the adjacent Westrandstrasse at the end of the 1990s, the corresponding area was kept free and the route of the street was relocated by around 50 meters. The connecting route would have been given the number 4827 and would have been almost a kilometer long (route kilometers 95.941 to 96.900). It has been prepared in the tunnel in the form of a widening at kilometer 96.2 - between the two pairs of switches at the transfer point - but was not implemented.

An incision up to 40 m wide joins the west portal . In this section, the carriageway lies in a trough with supporting walls on both sides, some of which are soundproof. A total of three trough structures of 690, 790 and 820 m in length are connected over the three kilometers in front of the tunnel. Another 270 m long trough structure was built at the Untertürkheim junction.

According to the planning status of 1982, a protective route was planned between the Langes Feld junction and the transfer point at km 89 . Like the branch, this was not implemented.

Geologically, the following layers are penetrated, from top to bottom: an artificial backfill, quaternary cover layers and stream deposits, gypsum keuper , Lettenkeuper and the Upper Muschelkalk.

Construction lots

Due to the special structure of the tunnel, with alternating sequences of single and double track tubes, the tunnel was divided into eight construction sections:

Construction section of the Langes Feld Tunnel
(from west to east)
designation length Overlap Construction Tracks
Los Long Field 2765 m 1-9 m open 2
Lot marshalling yard Kr 440 m 1-6 m open 2 (beginning of separation of the two tracks)
Los Lechler / Los crossing structure 765 m 0.5-13 m open Direction track Stuttgart
Los Kreidler 299 m 3-14 m open 2 (direction track Mannheim, threading from Untertürkheim)
Lot expansion structure 202 m 7–8 m open 2 (tracks towards Mannheim, from Feuerbach and Untertürkheim)
Go track triangle 678 m 3–12 m mining Direction track Mannheim
Lot trunk line 246 m 0.5-4 m open or lid construction Direction track Mannheim

cross-section

The Langes-Feld-Tunnel has a large number of different cross-sections. From west to east these are:

  • The double-track section Langes Feld has a clear width of 12.30 m and a height of 6.50 or 6.90 m above the top of the rail. The track center distance is 4.70 m.
  • Below the marshalling yard, at a height of 6.50 m above the top of the rails, the clear width is increased from 12.30 m to 17.60 m until the double-track tube merges into two single-track tubes.
  • In the 299 m long Los Kreidler adjoining this in the north tube , a rectangular cross-section with a width of 6.30 to 6.60 m and a height of 6.10 to 7.00 m (above the upper edge of the rail) was realized.
  • In the area where the two tracks coming from Zuffenhausen and Untertürkheim come together in the north tube, the double-track structure, which is partially separated by a retaining wall, has a clear width of between 7.25 and 17.40 m. The clear width in the two tubes is between 6.30 and 10.15 m, the clear height between 6.50 and 9.55 m. In the adjoining single-track tubes, the track from Untertürkheim is in a mouth profile, while the track from Zuffenhausen is in a rectangular profile.
  • A mouth profile with a clear width of up to 8.00 m and a height of up to 7.58 m above the upper edge of the rail was implemented in the 678 m long track triangle , in which the track coming from Zuffenhausen runs towards Mannheim.
  • In the adjoining, 246 m long section of the north tube ( lot trunk line ), which leads to the tunnel portal from the direction of Zuffenhausen, a single-track rectangular profile with a clear width of 6.60 m and a height of 6.30 m above the upper edge of the rail was implemented. The height of the tunnel was reduced due to the height of the tracks on the trunk line above.
  • In the 765 m long single-track section of the south tube (Lose Lechler and crossing structure ), a cross-section with a clear width of 6.30 to 7.25 m and a height of 6.50 m was realized.

history

planning

In 1973 the Lange Feld was the most highly valued agricultural area in the Stuttgart area. The demand for tunneling under the Lange Feld was supported by the Ludwigsburg district , the Stuttgart regional council and the state government. The line finding in this area was characterized by several compulsory and conflict points, in particular the city of Kornwestheim in the east and the Stuttgart district of Stammheim in the west.

In the first official route variant of the new line, which was presented as part of the expansion program for the DB network in August 1970, the line was supposed to merge further north, near Ludwigsburg , into the existing network. After further discussion, this draft was rejected. Not least because of operational considerations, the decision was made to bring the new line closer to the Stuttgart node and only to thread it at Stuttgart-Zuffenhausen. In February 1973, the state of Baden-Württemberg was given a newly developed route for the regional planning procedure .

The new line that was initially planned to run tangentially past the Stuttgart city center with the aim of a later extension towards Ulm / Munich and a branch towards Stuttgart Hauptbahnhof was abandoned in favor of a direct integration of the main station.

The so-called southern route provided for a tunnel that should begin with the crossing under the A 81 in the west and end in the area of ​​the existing route in the east. This largely straight route was incorporated into the regional planning procedure. The 4270 m long tunnel structure was to be bundled with the federal road 27a and the state road 1110 over a length of more than 3.5 km . About 2.9 km should be under agricultural land, 1.1 km in residential and industrial areas and 250 m on federal railway premises. The tunnel was to be built using the cut-and-cover method. After the tunnel, in Stuttgart-Stammheim, a two - track, height - free junction to the Kornwestheim marshalling yard and the planned container and piggyback transhipment point was planned. Following this, the new line should initially run parallel to the planned B 27a in order to finally cross it, and then branch off towards Stuttgart Hauptbahnhof (branching off) and the freight bypass (straight, towards Untertürkheim). South of the planned transshipment station Kornwestheim (north of Stammheim), the route was to pass under the federal road in an easterly direction. This should also keep the straight line to Ulm and Munich open, while the connection to Stuttgart Central Station should take place via the existing line.

On September 13, 1973, the technical committee of the Kornwestheim municipal council dealt with the plans for the new line for the first time. The Kornwestheim municipal council ultimately approved the southern route with minor changes. In 1974, the German Federal Railroad agreed to run the new line west of Autobahn 81 in a tunnel.

In the mid-1970s, the tunnel was supposed to run straight between a north portal southwest of Möglingen and a south portal southwest of the Kornwestheim marshalling yard. In the area of ​​the Stuttgart threading, it was planned to run the two tracks of the new line underground on two floors, one above the other, due to numerous compulsory points at the height. This should make it possible to realize the close-by-row connections to the marshalling yard and to the main train station without overground bridges over a short length.

Due to savings in 1976, the so-called north route was developed and the further planning was based. According to the railway, the plan change announced at the beginning of April 1977 was intended to reduce the depth of the tunnel from 32 to 16 meters and save up to 35 million DM. The planned length of the tunnel was 3360 m. Of this, 1920 m should run under agricultural land, 1440 m under the railway. A higher gradient position should lead to lower excavation masses. A cut 740 m long was to be placed in front of the west portal until it crossed the A 81. According to the Bundesbahn, the main disadvantages of the southern route are the operationally unfavorable and, due to the necessary tunnel extension, more expensive connection of the new line to the freight railway towards Untertürkheim. The advantages of the northern route , on the other hand, were the extensive use of the DB site and the option of a double - track, height - free connection to the freight route towards Untertürkheim. Also due to the high structural risks of these bundling sections, this variant was ultimately rejected after in-depth investigations and the route was moved around 800 m to the north. According to the Federal Railways, this northern route, which was later approved for planning, enabled a more favorable route layout, extensive bundling with existing railway systems and significantly less use of unfamiliar premises. Critics complained that the north route cut up a supra-local industrial area.

At the end of August 1977, the district council of the Ludwigsburg district unanimously decided not to issue an opinion on the details of the project as long as the Deutsche Bundesbahn did not present all the plans for the section between Kornwestheim and Vaihingen (Enz). He also asked the Federal Railroad to create a coherent plan approval procedure for the entire section in the Ludwigsburg district .

According to the planning status from October 1977, a tunnel was planned from the A 81 to the Stammheim area. This was to be followed by an above-ground section with a branch to the Kornwestheim freight yard, which was to be followed by two short tunnels with a short above-ground section south of the freight yard. The new track in the direction of Mannheim was to cross under the existing line in a further tunnel.

From June to October 1978, the state government negotiated with the Federal Ministry of Transport about additional tunnel sections in the Langen Feld and in the Stromberg area. In a joint press release on August 9, 1978, Kornwestheim, Markgröningen, Möglingen, Schwieberdingen, Oberderdingen and Sternenfels rejected the submitted plans and questioned the new line as a whole. In the course of the 135 million DM package agreed between Federal Transport Minister Kurt Gscheidle and Baden-Württemberg's Prime Minister Lothar Späth in November 1978 , the maximum cutting width in the section between Landesstraße 1140 and the A 81 was reduced to 40 meters. The associated additional costs were put at 20 million DM. A complete tunneling under the Long Field was waived after calculations had shown additional costs of 200 million DM.

Kornwestheim and Möglingen rejected this compromise. At the end of 1978, the municipality council of Möglingen threatened to block the project of the container train station planned in Kornwestheim if the interests of the city were not taken into account. The local council of the city of Kornwestheim unanimously rejected the north route at the end of 1978. The city announced that it would give up its resistance if it returned to the southern route originally favored by the DB and support the project of the container station. The Schnellbahntrasse action group also criticized the decision. Contrary to earlier promises, the Lange Feld was not tunneled under. The associated additional costs are 70 million DM instead of the 200 million claimed by the Federal Railroad. She accused Baden-Württemberg's Prime Minister Späth of "falling over". At the end of 1978, the Bundesbahn did not expect construction to start before 1983 due to objections in the planning approval procedure.

In February 1979 the city of Kornwestheim brought an action against the Deutsche Bundesbahn to prohibit it from carrying out a plan approval procedure for the northern route. This legal dispute was settled on June 28, 1979 before the Stuttgart Administrative Court after the Federal Railroad had formally declared that it was ready to include the required lines in the consideration of the planning approval procedure. In mid-July 1979, the district councils of Zuffenhausen and Stammheim approved the north route. In June 1979, the Ludwigsburg district council issued a statement to the regional council calling for the entire Lange Feld to be tunneled under. The Deutsche Bundesbahn put the associated additional costs at 50 million DM. The Möglingen municipal council accepted this demand at the beginning of July 1979.

In the meantime, in May 1979, the regional council of Stuttgart called on the city of Kornwestheim to withdraw a municipal council resolution on the possible assumption of legal costs by the city treasury in the event of legal disputes between citizens and the Federal Railroad - insofar as private and municipal interests coincide. At the end of July 1979, the city of Kornwestheim sued the Stuttgart Administrative Court against an objection notice from the regional council in which the city was prohibited from assuming such legal costs. At a town hall meeting in March 1980, the Lord Mayor of Kornwestheim indicated that the city would only approve the construction of a container station planned by DB if DB in turn ran the new line in the Kornwestheim district in a tunnel.

The northern route, which differed from the southern route when it was crossed under the federal motorway (route km 94.1), was finally realized.

According to the planning status of January 1981, three tunnels were planned in the area of ​​today's Langes Feld Tunnel: The Langes Feld tunnel should therefore begin immediately north of the A81 underpass and end southwest of the Kornwestheim marshalling yard. Between the end of the tunnel and the following marshalling yard tunnel , a connecting track to the marshalling yard should be threaded in a south-westerly direction. On the Tunnel rail yard should turn, after a short above-ground section of the short tunnel trunk route connecting. At the beginning of 1983, however, a tunnel structure with a length of 3,928 m was planned. After a short stretch of open lines, the 230 m long trunk line was to connect to the structure. The marshalling yard tunnel was also planned . This short tunnel, which was supposed to connect the Kornwestheim marshalling yard with the Langes-Feld-Tunnel, was still part of the planning in mid-1985.

The north-western part of the tunnel system, the 2.7 km Los Langes Feld , was part of the planning approval area 14 of the new line in the plan approval procedure, which stretched from the Markgröningen / Schwieberdingen boundary to the western edge of the Kornwestheim marshalling yard (line km 96.654). The south-eastern part formed the plan approval area 15.

The planning approval decision for section 15 was issued on November 29, 1983 and became legally binding on March 7, 1984. It was the last planning approval decision for the new line to become legally binding.

In mid-1985 and early 1986 the Langes-Feld-Tunnel was planned with a length of 4,442 m. The previously planned separate tunnel marshalling yard was incorporated into the structure.

In a hydrological report it was examined whether the mineral water resources of Bad Cannstatt and Berg could be affected by the project.

In the course of the feasibility study submitted in 1995 for the Stuttgart 21 project , a direct high-speed route from Kornwestheim to the main train station was considered.

construction

Temporary bridges cross the construction site of the Langes Feld tunnel in the Kornwestheim marshalling yard (1987)
A freight train in the direction of Stuttgart on a temporary bridge over the tunnel construction site
A freight train next to the concreted, not yet covered tunnel (1987)
The tunnel after the overburden in 1990. In the left foreground you can see the motorway with the north-west portal.

Construction of the tunnel in the area of ​​the marshalling yard began on July 17, 1984. Another source speaks of August 1984 as the start of construction. Part of the construction work took place while the railroad was in operation in the marshalling yard above. On February 11, 1985, the construction site setup in Los Lechler began under cramped conditions.

The construction of the tunnel was divided into eight lots . Six of the eight sections were built using the open construction method: after the excavation and concreting of the construction pit, the area above was restored. Depending on the local conditions, a rectangular, a round or a shape with beveled corners was implemented.

In the Los Langes field , which makes up about half the length of the tunnel, the tunnel was built with a freely sloping excavation pit with a total width of 60 m. In addition to loess and loess loam , there was hard Lettenkeuper in the lower area of ​​the excavation pit , which was excavated with a caterpillar with fangs and rock chisels. The lot went up to kilometer 96.873. In the late summer of 1986 around 900 m of the shell was completed.

In the 440 m long Kornwestheim marshalling yard , 49 tracks of the marshalling yard had to be crossed under, which largely had to be maintained on 32 tracks. Numerous auxiliary bridges were built for this purpose. The construction lot was signed by a consortium of the companies Bilfinger + Berger AG (Stuttgart), Ed. Züblin AG (Stuttgart), M. Fürth KG ( Achern ), J. Thalheimer (Stuttgart) and L. Weiss GmbH + Co. KG ( Crailsheim ). The planned construction costs (status: approx. 1984) amounted to around 28 million DM .

The only lot that was constructed was the Gleisdreieck lot using mining techniques ( New Austrian Tunneling Method ). The rock was worked on with excavators and milling machines. The tracks lying slightly above the tunnel were supported with auxiliary track bridges. The name of this lot resulted from the location between three railway lines: the freight tracks from and to Zuffenhausen and Untertürkheim and the long-distance and S-Bahn tracks from and to Stuttgart.

The Kreidler and Untertürkheim expansion structures were built by four companies. Of the total length of 633 m, 132 m were built using mining techniques. The calculated costs (status: approx. 1987) amounted to 42 million DM. After his tunnel sponsor, this section was also referred to as the Frauke tunnel during the construction phase . It was posted on March 6, 1987 and punctured on December 4 of the same year.

The main route lot was partially constructed using a top-down construction, a hybrid of mining and open construction. In this piles driven into the ground and poured a cover over it. While the tunnel was being excavated under the cover, the temporarily disused and removed tracks could be rebuilt. In order to largely maintain operations on the four main tracks to be underpassed, which were used by up to 200 trains per day and direction, one track was taken out of service in three intermediate states and the other three were used in the newly established track-changing operation while maintaining the entire train traffic . The overlap in this area is up to 14 m. The construction work ran from September 1985 to August 1987; as early as the spring of 1987, four-track operation over the tunnel section was resumed. The total cost amounted to about 26 million DM. The lot was from the consortium established main line, consisting of the company Philipp Holzmann AG and Wolfer & Goebel GmbH & Co. was formed.

The wife of Kornwesterheim's Lord Mayor Ernst Fischer, Helga Fischer, took over the sponsorship of the Kreidler construction lot and the expansion structure.

Up to 3,000 tons of spoil were removed every day. A total of around 750,000 m³ of excavated material was produced.

A 107 m long bored pile wall was built at the crossing structure, and a 208 m long bored pile wall along the trunk line.

The track work in the tunnel began before the shell work was completed. At the beginning of 1989 the superstructure (ballast and sleepers) was installed over a length of 1,800 m. First, a construction track was laid on it. The shell of the tunnel was completed in the same year.

The calculated costs (status: 1988) of the tunnel were 209 million DM. The Langes-Feld-Tunnel is one of the (kilometer-related) most expensive structures on the new line , along with the crossing of the Stromberg nature reserve .

business

In 2008, 2014 and 2017, the structure was assigned to category 1 on a four-stage scale for evaluating the tunnels ("Punctual damage to the structural part that does not affect safety. Measures of preventive maintenance are to be taken over the long term (longer than 30 years) to check the economic efficiency of the building parts that are being preserved. ").

outlook

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 join the high-speed route north of Münchingen , west of the Langes Feld tunnel. The aim is to achieve travel times of half an hour between Mannheim and Stuttgart. The Langes Feld tunnel would no longer be used by fast long-distance trains.

Safety devices

The south-eastern emergency exit of the tunnel in an allotment garden
The north-western emergency exit of the tunnel, in the middle of meadows and fields

The Langes Feld Tunnel was equipped with tunnel orientation lighting (longitudinal distance of the lamps: 50 m) when it was put into operation and later received tunnel safety lighting (17 m longitudinal distance).

Emergency exits

The Langes Feld Tunnel, along with the Pfingstberg and Freudenstein tunnels, is one of the tubes on the high-speed line that has emergency exits .

Escape routes, access roads and rescue areas are to be created at the emergency exits.

Web links

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

Individual evidence

  1. ↑ a b c d e f g Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart. Hestra-Verlag, Darmstadt 1989, ISBN 3-7771-0216-4 , p. 60.
  2. ^ 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. 41 .
  3. ^ A b Rüdiger Block: ICE racetrack: the new lines. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
  4. ^ A b c d e Rudolf Bienstock, Gerhard Kiefer: The "Langes Feld" tunnel on the new Mannheim – Stuttgart line. Lot “Long Field”. In: Die Bundesbahn , issue 10/1986, pp. 805–808.
  5. ↑ a b c d e f g h i j k l m Rudolf Bienstock, Hans Dieter Eisert: Tunnel Langes Feld. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , pp. 191-194.
  6. ↑ a b c Deutsche Bundesbahn (ed.): Tunnel Langes Feld, construction lot of the Kornwestheim marshalling yard . One-page data sheet, approx. 1984.
  7. ↑ a b c Deutsche Bundesbahn (ed.): Long field tunnel: construction lot trunk line with retaining wall and earthwork . Two-page data sheet, approx. 1986.
  8. ↑ a b c d e Deutsche Bundesbahn, project group NBS Karlsruhe of the Bahnbauzentrale (ed.): Long field tunnel: construction lot Kreidler and expansion structure with branch Untertürkheim . Two-page data sheet, approx. 1987.
  9. ↑ a b Project Group Mannheim - Stuttgart of the Bahnbauzentrale (ed.): New Mannheim – Stuttgart line. Overview map 1: 100 000 . Map, planning status 1981.
  10. ↑ Rudolph (1989), p. 104.
  11. ↑ Heinz Dürr , Knut Reimers (Ed.): High-speed traffic. 1st edition. Hestra-Verlag, 1991, ISBN 3-7771-0234-2 ( Yearbook of Railways , Volume 42), p. 142.
  12. ↑ a b c d e f g h i j k l m Rudolf Bienstock, Siegfried Lorenz: Construction of the new Mannheim – Stuttgart line under the Kornwestheim marshalling yard. In: Die Bundesbahn , issue 10/1985, pp. 861–867.
  13. ↑ a b Wolfgang Ernst: Signaling framework planning for the new and expanded lines. In: signal + wire . Bd./Jg. 74 (1982), No. 4, ISSN  0037-4997 , pp. 70-76.
  14. ↑ Scharf (2006), p. 201.
  15. ^ City of Kornwestheim, press department (ed.): Construction of Westrandstrasse . Press release 187-98 dated November 9, 1998.
  16. ↑ List of VzG routes (accessed on January 15, 2011, XLS, 352 kB)
  17. ^ 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. 9.
  18. ↑ Deutsche Bundesbahn (Ed.): Support structures long field . Four-page brochure, circa 1987.
  19. ↑ a b c d e f g h Rüdiger Hartmuth, Hans Dieter Eisert: Construction schedule for the connection of the NBS M / S to the main line to the Stuttgart main station. In: Die Bundesbahn , issue 5/1987, p. 472 ff.
  20. ↑ a b 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. 9, Annex 3 (site plan for pre-routing, sheet 6). (available at the Generallandesarchiv Karlsruhe ).
  21. ^ A b 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.
  22. ^ A b Regionalbahnhof Mittlerer Neckar (Ed.): New Mannheim - Stuttgart line of the Deutsche Bundesbahn . (Series of publications, volume 6), Stuttgart 1977, p. 24, attachment.
  23. ↑ a b c d Compromise strictly rejected. In: Ludwigsburger Kreiszeitung , December 7, 1978.
  24. ↑ a b c Local appointment “Schnellbahntrasse”. In: Ludwigsburger Kreiszeitung , No. 208, September 9, 1978, p. 7.
  25. ↑ a b c d e f g h Werner Hagstotz: Concern and collective action in rural areas . Verlag Haag + Herchen, Frankfurt am Main, 1981, ISBN 3-88129-475-9 , pp. 39, 263, 268-272, 274.
  26. ↑ a b circle rejects "salami tactics". In: Stuttgarter Zeitung . August 31, 1977.
  27. ^ Fridtjof Theegarten: No love in return in Kornwestheim. In: Stuttgarter Nachrichten . April 2nd 1977.
  28. ↑ Municipalities defend themselves against the rapid transit compromise. In: Ludwigsburger Kreiszeitung . November 11, 1978.
  29. ↑ Displeasure with the painted expressway tunnel. In: Stuttgarter Nachrichten . 3rd November 1978.
  30. ↑ Opponent of the express train ready to take action. In: Stuttgarter Zeitung . 7th December 1978.
  31. ↑ "The state government fell over". In: Stuttgarter Nachrichten . 3rd November 1978.
  32. ↑ There is no savings line. In: Stuttgarter Zeitung . November 7, 1978.
  33. ↑ New Mannheim – Stuttgart line. Overview map 1: 100 000 . As of January 1983.
  34. ^ A b c Deutsche Bundesbahn, Mannheim – Stuttgart project group (publisher): route map for the new Mannheim – Stuttgart line 1: 100,000 . Folded map, Karlsruhe, June 1985.
  35. ^ 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. 6.
  36. ↑ a b Andreas M. Räntzsch: Stuttgart and its railways . Verlag Uwe Siedentop, Heidenheim 1987, ISBN 3-925887-03-2 , pp. 411-418.
  37. ^ Eugen Reinhard: Traffic. In: 40 years of Baden-Württemberg. Structure and design 1952–1992. Konrad Theiss Verlag, Stuttgart 1992, ISBN 3-8062-1018-7 , pp. 413-478.
  38. ^ 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. 21.
  39. ^ Deutsche Bahn AG, network division, Stuttgart regional area, projects (ed.): Project »Stuttgart 21«. The feasibility study . Brochure (40 A4 pages), Stuttgart, approx. 1995, p. 20 (similar version as PDF file online, 14 MB).
  40. ^ A b c Rudolf Bienstock, Hans Dieter Eisert: Application of the cover construction method for the Langes Feld tunnel on the new Mannheim - Stuttgart line. In: The Federal Railroad . Issue 9/1987, pp. 829-834.
  41. ↑ a b Report of track construction in the Langesfeld tunnel. In: The Federal Railroad . Vol. 65, No. 2, 1989, ISSN  0007-5876 , pp. 190 f.
  42. ↑ New construction and expansion lines. In: The Federal Railroad . Vol. 66, No. 1, 1990, ISSN  0007-5876 , pp. 82-87.
  43. ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Harald Ebner, Christian Kühn (Tübingen), other MPs and the parliamentary group ALLIANCE 90 / THE GREENS - printed matter 18/2329 - . tape 18 , no. 2409 , August 27, 2014, ISSN  0722-8333 , p. 2, 4 ( PDF file ).
  44. ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), Daniela Wagner and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/4781 - . Railway tunnel in Baden-Württemberg - condition of the tunnel structures and implementation status of the construction measures for their maintenance. tape 19 , no. 5403 , October 8, 2018, ISSN  0722-8333 , p. 7, 8 ( BT-Drs. 19/5403 ).
  45. ^ 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 ).
  46. ↑ Determination of the omission of an environmental impact assessment (UVP) according to § 3a Environmental Impact Assessment Act (UVPG) for the project "Möglingen, Kornwestheim, Stuttgart," Langes Feld "tunnel retrofitting from km 94.100 to km 98.800 on the route 4080 Mannheim-Stuttgart", railway -km 94.100 to 98.800 of the route 4080 Mannheim - S Zuffenhausen in Möglingen, Kornwestheim, Stuttga. (PDF) (No longer available online.) In: eba.bund.de. Federal Railway Office, October 27, 2016, archived from the original on November 4, 2016 ; accessed on November 2, 2016 .
  47. ↑ Retrofitting of the SFS tunnel with rescue areas, room lot 4, route 4080 Mannheim - Stuttgart, Langes Feld tunnel (P 4.19). (PDF) Explanatory report. January 2017, accessed May 2, 2020 .
  48. ↑ DB tunnel retrofitting "Long field" . Plan approval documents on the website of the Stuttgart Regional Council.