Obertürkheim tunnel

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Obertürkheim tunnel
Ober- / Untertürkheim tunnel
use Railway tunnel
place Stuttgart
length 5730 m
Number of tubes 2/4
Largest coverage up to 125 m
construction
Client DB network
start of building 2013
planner DB ProjektBau
business
operator DB network
release December 2025 (planned)Template: future / in 5 years
location
Obertürkheim tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
Südkopf Stuttgart Hbf 48 ° 46 ′ 55 "  N , 9 ° 11 ′ 13"  E
Portal Obertürkheim 48 ° 46 ′ 19 "  N , 9 ° 15 ′ 36"  E

The Obertürkheim tunnel (also known as the Ober- / Untertürkheim tunnel ) is a 5.5 km long railway tunnel which, as part of the Stuttgart 21 project , is to connect the main station with the tracks in the Neckar valley near Ober- and Untertürkheim .

According to the information provided by Deutsche Bahn, the construction contract for the section to be constructed using machine jacking and shotcrete was awarded on July 30, 2011. The original order value was later given as 296.4 million euros.

On December 4, 2013, the first tunnel of the Stuttgart 21 project was pierced with the Obertürkheim tunnel . The first breakthrough took place in March 2017. According to the project company, 10.8 km of a total of 12.0 km of driving tunnels and crosscuts have been driven, and the drive in the Untertürkheim branch was completed (as of August 2020). After the tunneling, the interior work and the railway equipment will take place.

The planned cost of the structure was given at the end of 2013 at 350 million euros.

course

The Obertürkheim tunnel begins at the southern end of the planned main train station (schematic illustration).
future tube of the Filder tunnel and the Obertürkheim tunnel, at the level of the emergency access to the south station, view towards the main station (construction status January 2019)

A short, four-track section of the Filder Tunnel connects to Stuttgart main station from construction kilometer 0.432. The two tubes initially accommodate two tracks each, which then split into two single-track tubes in a 240 m long branch structure. At kilometer 0.66, the track in the direction of Obertürkheim (from here as the Obertürkheim tunnel) separates from the track of the Filder tunnel in the direction of Ulm; the track from Obertürkheim separates from the track from Ulm (Fildertunnel). From km 0.7, the two single-track tubes of the Obertürkheim tunnel run in their own tubes.

The tube to Obertürkheim initially runs southwest of the tube of the Filder tunnel running in the direction of the airport in a right-hand bend that turns into a straight line before entering the two 14 m (SOK) higher tunnel tubes of the Filder tunnel at km 1.0 (in km 1.035) eastwards in a left curve.

The north tube (towards the main station) initially runs in a straight line in the transition area from the main station, which turns into a left curve in an easterly direction, towards Obertürkheim. This tube crosses under the undeveloped north tube (in km 0.9) or the road tunnel (1.0) of the Wagenburg tunnel .

From km 1.79 the tubes run parallel in position and height, with a track center distance of 30 m and pass under the districts of East and Gablenberg in an easterly direction .

At the Wangen junction , a track from and to Untertürkheim runs out of both tubes (km 4.43 in the north tube and 4.55 km in the south tube). The four tunnel tubes then cross under the Neckar. The tube to Untertürkheim is led through at free height between the tube to Obertürkheim and the tube to the main station. This will connect the Untertürkheim depot, which is also planned as part of the Stuttgart 21 project .

The portals in Obertürkheim are at '' 48 ° 17.2 46  N , 9 ° 15 '37 "  O are, the portals in Untertürkheim at 48 ° 47' 1.4"  N , 9 ° 14 '51.9 "  O .

The lowest point of the tunnel, on the edge of the Neckar valley, was classified as hydrologically difficult in 1995 due to its location below the mineral water pressure level.

Route

View of the tracks to the west of Obertürkheim station: The pair of long-distance tracks to the north (right) is to be widened in this area in order to build a double-track ramp that leads into the Obertürkheim tunnel.

The maximum track center distance is around 170 m (in the area where the Filder tunnel is crossed). In this area (km 1.1) a 164 m long connecting structure is planned between the two tubes.

The design speed for the track to Ober- / Untertürkheim in the area of ​​the main station is initially 80 km / h (km 0.432 to 0.822), then up to km 1.427 at 100 km / h (400 m curve radius ). The rest of the tube (up to km 7.242) is designed for 160 km / h. The track from Ober- / Untertürkheim to the main train station is designed for 160 km / h from Obertürkheim (km 7.252) to km 1.791. Subsequently, up to km 0.675, 130 km / h are planned (curve radius of 665 m). 80 km / h are planned until the transition to the main train station (km 0.675 to 0.432).

Gradient

After the separation from the Filder Tunnel, the track to Ober- / Untertürkheim drops at around 22 per thousand in order to cross under the Filder Tunnel.

The gradient will run in a trough profile , due to the connection conditions at the boundaries of the planning approval sections and geological conditions. The overburden is between 8 m (in the area of ​​the Neckar crossing) and around 125 m.

The tubes of the Wagenburg tunnel are around 38 m above the northern tube of the Obertürkheim tunnel, with an overburden of around 90 m. At the north-western end of the tunnel (part of plan approval section 1.2, near the main train station), the overburden is already 61–70 m (north tube) and 66–115 m (south tube). Gablenberg is largely undercut with an overburden of 75 to 125 m. In the Neckar Valley area, the overburden is between around 10 and 25 m. The minimum coverage of the tubes under the Neckar sole should be around 8 m, with a ridge coverage of 4 to 6 m made of unused gypsum keuper .

From km 4.08 the tube to Obertürkheim changes its inclination opposite the tube to Untertürkheim in order to place the tube to Untertürkheim under the tube to Stuttgart Hauptbahnhof. The difference in height between the gradients in the intersection area is around 11 m.

In the course of a plan change requested in 2016, the gradient was changed.

cross-section

Special cross-section with an inner radius of 4.05 m

As a cross-section a circular profile of radius 4.05 m with a clear cross-sectional area ARL of 41.9 is provided largely m². The tubes are to be expanded with two shells and designed to hold pressurized water throughout. The profile has a clear width of 8.10 m and a clear height of 6.15 m above the top of the rail.

According to the railway information, this special cross-section results from the design speed, taking into account the required clearance profile, the minimization of the excavation cross-section and static requirements to control the swelling pressures. If the standard profile had been adhered to, considerable additional costs and major impairments would have to be expected. With sealed vehicle material , printing comfort criteria would be complied with.

In the area of ​​the Wangen junction, at kilometer 4.6 / 4.7, the cross-section is temporarily widened to 7.50 m wide, with the circular profile merging into a mouth profile. In the further course, a central pillar separates the main and branch tracks, before the tracks (from an intermediate rock layer of 2 m) are routed in their own tubes in a circular profile.

An approx. 420 m long section in Obertürkheim was to be designed with a two-cell rectangular cross-section using an open construction method. In the course of a plan change requested in 2016, the area to be excavated by mining was extended by approx. 342 m. This is now followed by an 80 m long tunnel section with a two-part cross-section in a top-down construction, in which the track spacing is reduced from 12.44 m to 7.74 m at the portal.

geology

According to the summary in the tender documents of Deutsche Bahn, around 80 percent of the tunnel should be in the unused gypsum keuper, another ten percent each in the depleted gypsum keuper and Quaternary .

According to the state of knowledge from 2002, starting from the main train station, the pipes should initially be laid in layers of swellable, unused gypsum keuper. This should be followed by layers of non- leached, almost anhydrite-free (non-swellable) gypsum keuper. In sections, depleted gypsum keuper was expected in the tunnel cross-section or just above the tunnel roof, which should be countered by securing the face in advance. The Neckar should be driven under at a short distance between the river bed and the First ; In this area, according to the state of knowledge at the time, the gypsum keuper was comparatively poorly permeable, underexploited, almost anhydrite-free.

The planning approval decision of 2007 provides a more precise identification of the geological conditions: In the majority of the route, all three layers are passed through in the gypsum keuper : the high-lying leaching zone (no longer swellable, poor load-bearing capacity), the intermediate gypsum zone and the strongly swellable anhydrite zone below. Several fault zones (faults from the mountain formation) have been explored along the route.

The leaching zone and the backfills of the Quaternary are groundwater-bearing. The ingress of water into the anhydrite zone should be avoided both during construction and in the long term during operation, in order to exclude building loads from swelling processes. For this purpose, tunnel construction processes are planned that leave as little interference zone as possible between the rock and the tunnel shell, in which water could spread. In addition, the tunnel shells should have sealing beads on the outside, which should prevent the groundwater from penetrating along the outer skin of the tunnel. According to the plan approval decision, a total of 13 areas are provided at the previously known layer transitions and fault zones, which are to be equipped with such sealing rings.

The upper layers of the leaching zone of the gypsum keuper, which have little load-bearing capacity, require supportive interventions during construction by means of advance inclined bores, which are to be created in the shape of an umbrella from the current excavation area of ​​the tunnel and to be filled with injection material. After hardening, they should form a ring-shaped bearing zone around the later tunnel, as was presented and discussed in the course of the arbitration talks.

As in the construction area of ​​the new central station, the high level of groundwater requires extensive management for exploration, monitoring, extraction and infiltration or discharge. The extraction and discharge of 4.3 million m³ of "groundwater ingress" has been approved for the 5-year construction period. The originally requested amount of 4.9 million m³ was reduced by 0.6 million m³ in the course of the planning approval process, after “from the point of view of the water authorities, a noticeable reduction in the groundwater flow in the area of ​​the high-yield Neckarkies aquifer has been achieved through technically feasible and proportionate measures could ".

The tunnel crosses under the Neckar in the area of ​​the Untertürkheim barrage with an overburden of 8 m. The plan approval decision stipulates that this area should be examined in more detail before construction work begins, as scouring is known from the 1970s . The resulting results are to be agreed with the Lower Water Authority and the Federal Railway Authority.

history

Variant discussion

As part of the Stuttgart 21 project, three variants were developed and weighed against each other for the route in the Stuttgart Neckar suburbs:

  • One variant was to run the route above ground (partly on bridges up to 17 m high) through Obertürkheim, Untertürkheim and Wangen . The route coming from the main station should branch out in the area of ​​the Stuttgart wholesale market in the direction of Obertürkheim and Untertürkheim:
    • The route to Obertürkheim was supposed to cross Inselstrasse parallel to the existing freight railway bridge, as well as Bundesstrasse 10 , the Neckar, the sports grounds of the Lindenschulviertel and the Bruckwiesenweg with the railway systems running parallel to it.
    • The curve to Untertürkheim should cross the B 10 from the junction at the wholesale market, as well as the Neckar, the power station canal and Karl-Benz-Platz with the parallel railway systems at the Untertürkheim station. A single-track tour was available from Eszett-Steg; The Remsbahn should be reached via the freight connection of the freight station.
  • A bridge-tunnel combination provided for an underground route from the main station to the wholesale market, which was to merge with an above-ground route:
    • In the direction of Obertürkheim, Inselstraße, the B 10 and the Neckar should be crossed. Finally, along the port basin (oil port), the Bruckwiesenweg was to be reached and the railway systems between Unter- and Obertürkheim were to be crossed in a double-track tunnel.
    • At the level of the wholesale market, a double-track Untertürkheim curve was to pull out of the route coming from the main train station and then cross under the B 10 and the Neckar and then run parallel to Inselstraße and the power station canal. At the level of the Inselbad, this branch was to merge into a tunnel again, crossing under Karl-Benz-Platz and the adjacent railway facilities with the Untertürkheim train station in a double-track tunnel. The route should then flow into the maintenance station.
  • The pure tunnel solution envisaged that the route - including the two branches - would run underground to Ober- and Untertürkheim throughout. They should end in front of the Obertürkheim train station or at the beginning of the approach to the maintenance station. According to the developer, this variant involves "critical interference with water as a protected asset", which, however, can be controlled.
Consideration of variants in the Neckar suburbs (according to plan approval documents)
Bridge solution Bridge / tunnel solution Tunnel solution
Route and structure lengths from
Hauptbahnhof to Obertürkheim (m)		 7290 7140 7050
  of which tunnel 4130 4480 6310
Wholesale market - IR curve 3150 3120 2570
  of which tunnel 0 290 1160
Investment / profitability based on the bridge / tunnel solution the cheapest Base cheaper
Immissions ( sound / vibrations ) considerable medium low
Groundwater and bodies of water low medium medium
City / landscape considerable medium low
City / terrain climate low low no

The spatial planning procedure completed in 1997 resulted in a route that would have run from the through station via the east of Stuttgart to the wholesale market area. Then Inselstraße, Bundesstraße 10 and the Neckar should be crossed. Then the newly designed port basin of the oil port would have had to be crossed in order to finally cross under the Bruckwiesenweg and the existing line before the new line would flow into the existing line towards Esslingen. The branch to Untertürkheim would have loosened southeast of the wholesale market and would also have crossed the B 10 and the Neckar. The power station canal was then to be crossed parallel to Inselstraße, a tunnel would have crossed under the adjoining Karl-Benz-Platz. In the area of ​​the marshalling yard, the confluence with the new maintenance yard should take place.

The spatial planning procedure resulted in the requirement to examine a continuous underground route in the area of ​​the wagons and Ober- and Untertürkheim.

According to the explanatory report of the developer in the planning approval procedure, the tunnel variant should be assessed as a preferable variant despite its comparatively high costs.

planning

The structure largely belongs to plan approval section 1.6a of the Stuttgart 21 project, which was approved on June 15, 2007. 142 m in the north tube (up to km 0.855) and 435 m (up to km 1.155) in the south tube belong to plan approval section 1.2 (Filder Tunnel).

According to information from Deutsche Bahn, the savings potential presented in 2009 could have been confirmed as part of an expert review.

On May 2, 2012, Deutsche Bahn stated that it began sending the owners of the properties affected by the project declarations of consent for the use of their properties. According to the railway, compensation should only be negotiated later. The Stuttgart House and Landowners Association warned the owners against carelessly signing such declarations of consent.

On September 22, 2014, the notification was issued about the 2nd plan change in plan approval section 1.6a, which resulted in a change in the maximum amount of groundwater to be withdrawn during the construction phase and an adjustment of the groundwater management.

Award

The construction of the structure was advertised on May 5, 2010 in the Official Journal of the European Union . Prequalification ran until May 20, 2010, and the construction contract was then to be awarded in a negotiated process. The construction contract should therefore run from February 1, 2011 to December 31, 2017. Approx. 12.3 km of tunnel tubes are to be created using mining techniques, 13 connecting structures with lengths between 2 and 173 m, one access shaft and one access tunnel each, a starting pit and two crossing structures. In addition to a shotcrete drive, it was also possible to offer drive using a tunnel driving machine . The estimated costs for both affected plan approval sections (1.2 and 1.6a) in 2010 were 1.7 billion euros. According to a media report, no offers were initially received for the construction of the tunnel, despite repeated requests. In December 2010, Deutsche Bahn expected the building contract to be awarded in spring 2011.

The construction contract for the Filder and Obertürkheim tunnels was awarded to a bidding consortium led by Porr Germany on July 30, 2011 . According to DB information, around a quarter of the awards for the Stuttgart 21 project were made. Four consortia took part in the tenders.

A third of the order volume of 720 million euros, which also includes the construction of the Filder tunnel , goes to the Obertürkheim tunnel. The original order value of the lot was later given as 296.4 million euros. Porr's share of the total order amounts to around 350 million euros. It is the largest tunnel construction contract for the group to date. The award was announced in the Official Journal of the European Union at the beginning of September 2011 . According to later information, the construction contract was concluded on March 29, 2012. Further work required, for example for the connection to the existing line, will be tendered separately.

As early as July 15, 2011, losing bidders were informed of the conclusion of the award procedure. In December 2010, the award of the construction contract for spring 2011 was expected.

The work for the areas in Obertürkheim and Untertürkheim adjoining the mined tunnel in plan approval section 1.6a, as well as the feed from the direction of Bad Cannstatt, were tendered across Europe on June 15, 2011. The contract to be awarded in a negotiated procedure should run from October 28, 2011 to December 31, 2019. The offer period was extended from July 5 to July 13, 2011. According to information from Deutsche Bahn, the award procedure was “advanced” in March 2012. The works in two of the three tendered construction lots - without the transfer from Bad Cannstatt - were awarded to a bidding consortium led by Porr Germany on July 10, 2012 . The order volume is given as 110 million euros.

The order value was put at 301 million euros in May 2016.

construction

Construction site at the Wangen intermediate attack, December 2013

The tunnel is to be built entirely using the mining method ( shotcrete method ). According to information provided by the railway, an intermediate attack is required if the construction period is to be five years. This is located on a previous traffic training area at Ulmer Straße 261-265 in Wangen ( 48 ° 46 ′ 37.1 ″  N , 9 ° 14 ′ 13.5 ″  E ) and therefore bears the name Zwischenanriff Ulmer Straße . It is to reach the future tunnel at km 4.2 at a distance of 68 or 98 m and was built as a 37 m deep shaft with a diameter of around 22 m. After the construction work has been completed, this intermediate attack will be backfilled. Around 680,000 cubic meters of masses are to be transported away from the intermediate attack with up to 570 truck trips per day via Ulmer Strasse, the Gaisberger Brücke to Bundesstrasse 10 .

The drive for the tunnel section up to construction kilometer 2.015 (towards the main station) or 2.120 (towards Obertürkheim) is to be carried out from the approach tunnel at the future emergency access to the main station south . According to the planning status of April 2011, the construction site should already be set up in autumn 2011 and excavation should begin in early 2012. On November 4, 2013, the excavation of the access gallery, the future rescue driveway, began, starting from the unfinished north tube of the Wagenburg tunnel . The subsequent start of driving of the actual tunnel towards Obertürkheim was planned for the 3rd quarter of 2014 in November 2013.

When the contract was awarded in mid-2011, Porr expected construction work to begin in August 2011 and to be completed by February 2018.

On May 8, 2013, construction work began on the intermediate attack on Ulmer Strasse . On December 4, 2013, the first tunnel of the Stuttgart 21 project was pierced with the Obertürkheim tunnel . The symbolic attack took place in a shaft 18 m deep at the time. The Wangen district director Beate Dietrich took over the sponsorship of the tunnel . Several hundred people demonstrated against the start of construction.

Construction of the 104-meter-long access tunnel began in June 2014. According to the railway, there were delays due to a water entry that was above expectations. By the end of November 2014, 63 meters had been driven in the bench. The tunnel was supposed to be completed at the end of January 2015, starting in February the tunneling was planned in four tubes (two each in the direction of the main station and Ober- / Untertürkheim). Due to the capacity of the intermediate cheek attack, only three of four drives can be operated in parallel.

After residents protests as a result of nightly chiselling work, on October 19, 2015, Deutsche Bahn applied to the Landesbergdirektion , an authority of the Freiburg Regional Council , for nighttime explosions. In the meantime, residents are to be offered hotel accommodation.

In July 2016, a miner suffered a traumatic brain injury when rock loosened from the ceiling while sprayed concrete was being applied. After a water inrush in early September 2016, tunneling was still inactive at the end of October; discovered cavities had to be filled and the sports field of the SG Untertürkheim closed for months.

On March 28, 2017, the west tunnel between the main station and the intermediate attack in Wangen was broken through. The breakthrough occurred between Gaisburg and Gablenberg, around 1.5 km deep in the mountain. A total of 4.8 km of the tunnel had been driven by then. Up until then, there were no serious accidents during the drive. The Benzstrasse rescue access was completed in spring 2017.

In September 2017, the drive of the last, one kilometer long section of the eastern tube towards the main train station began. When the branch structure in the south head of the new main station is reached, it should be completed in spring 2018. The breakthrough took place on June 20, 2018. In the direction of Obertürkheim, around 650 m of advance had to be carried out in each of the two tubes.30

From summer 2017, the trough structure for the Untertürkheim branch is to be built using a 150 meter long and 15 meter deep excavation pit, at the end of which a stop wall is to be built. From this the mining tunnel is to be driven in the direction of the Neckar, under the Stadtbad, Inselbad and the Neckar through to the Wangen intermediate attack. An approximately 270-meter-long trough structure is to be built from the rescue access in the direction of Eszet-Steg in order to connect to the existing route. At the end of September 2017, the first of the two Neckar crossings in the direction of Untertürkheim began. The 160 m long underpass was completed at the end of November 2017. The fourth underpass should follow in 2018. The fourth underpass was completed at the beginning of October 2018.

Due to the inflow of water of more than ten liters per second, the drive was interrupted at the Albert-Dulk-Weg. The advance in this area continued to slow down in January 2019. In October 2018, DB asked the contractor to develop “design variants to achieve a viable tunneling concept”, which were still being examined at the beginning of 2019. To replace a permit under water law that expires in spring 2019, a new permit is required, which was applied for at the Federal Railway Authority in December 2018.

On March 9, 2018, a worker was injured in the shoulder by falling shotcrete. On April 10, 2019, there was a fire in the tunnel. A concrete spraying machine burned about 670 m deep in the tunnel. Since extinguishing water was not allowed to be used in the anhydrite area, extinguishing powder and carbon dioxide were used.

By May 2019, the four existing tracks in the area of ​​the future Obertürkheim tunnel ramp had been relocated over a length of around 800 m to the west in order to create space for the construction work.

On November 15, 2019, the breakthrough of the first tube of the Untertürkheim branch in the area of ​​the future parking station was announced. The breakthrough for the second tube is also expected in 2019.

The excavation pit for the Obertürkheim portal is to be completed by the end of 2020 and the portal will then be built.

business

The structure is an essential part of route 4703, which connects the main station with the Filstalbahn in the direction of Ulm.

A traffic forecast expects a traffic volume (cross-sectional load) of around 34,400 travelers per day between the main train station and the Wangen junction in 2025. 1400 travelers are expected on the branch to Untertürkheim, the rest on the branch towards Obertürkheim.

The operating program for the 2011 stress test at Stuttgart 21 includes a basic offer from Obertürkheim to Stuttgart of 4 trains per hour, in the opposite direction 5 trains, each with regional trains. At peak hour (7 a.m. to 8 a.m.), three additional trains were planned from Obertürkheim to the main station. One train per hour was planned from the main train station in the direction of Untertürkheim, in the opposite direction no scheduled traffic with occupied trains. In addition, there were various delivery trips from the Untertürkheim parking station to the main station.

The first expert draft submitted in 2018 for the Deutschland-Takt (for the year 2030) provides for seven trains per hour and direction through the tunnel, of which 5.5 are regional and 1.5 long-distance trains. Five trains each run from / to Obertürkheim, two from / to Untertürkheim. Additional trains at rush hour are not included in this. The second expert draft submitted in May 2019 contained 8 hourly train pairs (6.5 regional trains, one long-distance train and one fast regional or long-distance train).

In the third expert draft published in June 2020, 8.5 long-distance and regional trains per hour and direction are planned, including 5 regional trains from / to Obertürkheim. An hourly long-distance or regional train from / to Nuremberg is planned via the Untertürkheim branch. In addition, two hourly parking or provision trips for regional traffic and a two-hour provision or storage of a long-distance train are stored for each direction.

Trivia

In the summer of 2018, part of the tunnel served as the backdrop for the remake of the novel Berlin Alexanderplatz , directed by Burhan Qurbani .

Rescue concept

Rescue vehicles on slab tracks in the planned 4.05 m special cross-section

The two tubes are to be connected to one another by 14 connecting works at a maximum length of 500 m. The length of the cross passages is between 2.11 m and 164.44 m. Stairs are provided where the tubes are at different heights.

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 an exceptional permit due to the advanced planning stage of the tunnel. This application, contrary to the regulations of the TSI, to implement a cross-passage distance of 1000 m was rejected by the Federal Railway Authority . Due to the reduced distance, additional costs of 1.5 million euros are expected.

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

The tunnel tubes and the adjoining troughs are to have a continuous slab of slab track that road vehicles should also be able to use.

A rescue area of ​​1500 m² with an access to Augsburger Straße is to be built at the eastern tunnel portal at km 6.7.

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. A corresponding plan change was requested in 2020.

technology

The tunnel is to be provided with a slab track from the Porr system throughout . The 93 million euro contract tendered in February 2019, which in addition to approx. 34 km of slab track a. a. 3.2 km of mass-spring systems , safety lighting , energy supply and cabling work on the Filder Tunnel and Obertürkheim Tunnel was completed on April 6, 2020.

As part of the digital node in Stuttgart , the tunnel is to be integrated into a digital interlocking and equipped with ETCS and automated driving . The tunnel is initially to be largely equipped with ETCS Level 2 , predominantly "without signals" (as of May 2019). The exit signals in the direction of Ulm as well as the entry, follow-up and access security signals in the direction of the main train station are to be arranged in the tunnel.

Web links

Individual evidence

  1. ↑ a b c Hany Azer ; B. Engel: Stuttgart 21 and NBS Wendlingen – Ulm. (PDF, 290 kB) In: Tunnel. Issue 7/2009, ISSN  0722-6241 , pp. 12-24.
  2. ↑ a b c d D-Stuttgart: Construction work for tunnel . Document 2010 / S 87-130705 of May 5, 2010 in the electronic gazette of the European Union.
  3. ↑ a b Deutsche Bahn AG (publisher): DB awards tunnel structures to a bidding consortium under the leadership of the PORR Group . Press release from July 30, 2011.
  4. ↑ a b c d Germany-Stuttgart: Construction work for tunnels. Document 2016 / S 096-171598. In: Supplement to the Electronic Official Journal of the European Union . May 20, 2016. Retrieved May 25, 2016 .
  5. ↑ a b c Start of construction for S21 tunnel: Protests accompany the ceremonial opening , online article in the Stuttgarter Zeitung from December 4, 2013.
  6. ↑ a b Mountain festival at the Stuttgart – Ulm rail project. In: bahnprojekt-stuttgart-ulm.de. March 28, 2017. Retrieved March 28, 2017 .
  7. ^ Tunnel construction for Stuttgart 21: driving and excavation. (PDF) In: bahnprojekt-stuttgart-ulm.de. August 10, 2020, accessed August 15, 2020 .
  8. ^ Construction work in Stuttgart 21: Ober- and Untertürkheim tunnels. In: bahnprojekt-stuttgart-ulm.de. August 10, 2020, accessed August 15, 2020 .
  9. ↑ a b c Start of construction for the Beate tunnel . In: Esslinger Zeitung . December 5, 2013, ZDB -ID 125919-2 , p. 4 .
  10. ↑ a b c d e f DB Project Stuttgart 21 (Ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.2 Filder Tunnel. Construction km +0.4 +32.0 to 10.0 +30.0.
    Annex 3: List of buildings     , document dated August 18, 2003 (status: 1st amendment procedure), approved by the Federal Railway Office, Karlsruhe / Stuttgart branch with a resolution dated August 19, 2005 (file number 59160 PAP-PS21-PFA 1.2), p. 5 f., 9 f.
  11. ↑ a b Konstantin Schwarz: More sound insulation and hotel vouchers . In: Stuttgarter Nachrichten . October 8, 2015, p. 19 ( online ).
  12. ↑ a b c d e DB ProjektBau (ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.2 Filder Tunnel. Construction km +0.4 +32.0 to 10.0 +30.0.
    Appendix 1: Explanatory report. Part III: Description of the plan approval section.     Document dated August 18, 2003 (status: 1st amendment procedure), approved by the Federal Railway Authority, Karlsruhe / Stuttgart branch with a resolution dated August 19, 2005 (file number 59160 PAP-PS21-PFA 1.2), p. 2 f., 6 , 10, 22.
  13. ↑ a b c DB Project Stuttgart 21 (Ed.): Redesign of the Stuttgart railway junction: upgraded and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Planning approval section 1.2 Filder Tunnel. Construction km 0.432 - km 10.030
    Overview height map of track planning , km 0.432 ... 2.191     . Plan from November 2001, released on December 10, 2001, Annex 2.6 of the plan approval decision, sheet 1 of 4, plan approved by resolution of the Federal Railway Office, Karlsruhe / Stuttgart branch, from August 19, 2005 (file number 59160 PAP-PS21-PFA 1.2) .
  14. ↑ a b c DB Project Stuttgart 21 (Ed.): Redesign of the Stuttgart railway node. Expansion and new line Stuttgart - Augsburg. Stuttgart – Wendlingen area with airport connections. Planning approval section 1.2 Filder Tunnel. Construction section km 0.432 - km 10.030.
    Overview layout plan track planning, km 0.432… 2.191.     Annex 2.5, sheet 1A of 4, plan approved on December 10, 2001, approved by the Federal Railway Office, Karlsruhe / Stuttgart branch with a resolution of August 19, 2005 (file number 59160 PAP-PS21-PFA 1.2).
  15. ↑ a b c d e f g h i j k l m n o p q r s DBProjekte Süd (ed.): Redesign of the Stuttgart railway junction. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Plan approval section 1.6a transfer to Ober- and Untertürkheim. Construction km 1.1 +55 (km 0. 8 + 55 to km 7.2 +20: Stuttgart Hbf - Obertürkheim (-Esslingen). Construction km 0.0 + 00 to km 2.6 + 45: junction Wangen - Untertürkheim (Waiblingen / Remsbahn ) .
    Appendix 1: explanatory report, part III. Description of the zoning section document of 12 July 2002, plan established by the Federal Railway Authority, regional office Karlsruhe / Stuttgart by order of 16 May 2007 (Docket 59160 PAP PS21-PFA 1.6a) , Pp. 10 f., 14-19, 27-54, 59, 66-69, 72-75, 86 f., 98, 101 f., 136 ( PDF ).
  16. ↑ a b c Public announcement for “Project Stuttgart 21; Plan approval section 1.6a (transfer to Ober- / Untertürkheim) in Stuttgart ". In: Verkehrsblatt . ISSN  0042-4013 , volume 61, issue 11, June 15, 2007, p. 408 f.
  17. ^ 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. 27 ( PDF file , 14 MB).
  18. ↑ a b 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 III: Description of the plan approval section. (PDF) DB Projects Stuttgart - Ulm, December 21, 2016, pp. 7, 10, 17 , accessed on July 25, 2020 (separate explanatory report PÄV “Dispensing with push-in structures”).
  19. ↑ Site plan. (PDF) from km 4.0 + 43 to 4.6 + 98 (axis 60)
    from km 0.0 + 00 to km 0.1 + 39 (axis 713)
    from km 0.0 + 00 to km 0.1 + 32 (axis 714). July 12, 2002, accessed July 25, 2020 .
  20. ↑ Site plan. (PDF) from km 4.6 + 98 to 5.0 + 00 (axis 60)
    from km 0.1 + 39 to km 0.4 + 05 (axis 713)
    from km 0.1 + 32 to km 0.3 + 97 (axis 714). July 12, 2002, accessed July 25, 2020 .
  21. ^ Reimar Baur: Tunnel construction in the Stuttgart 21 project . In: Geotechnik , Volume 25 (2002), Issue 3, pp. 153–156.
  22. ↑ a b Federal Railway Authority (EBA), Karlsruhe / Stuttgart branch, "Plan approval decision according to § 18 Paragraph 1 General Railway Act (AEG) for the reconstruction of the Stuttgart railway junction" Project Stuttgart 21 "Plan approval section 1.6a for the Ober- und Untertürkheim", eba.bund .de  ( 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. (PDF; 1.1 MB), Stuttgart, May 16, 2007. P. 91 f.@1@ 2Template: Toter Link / www.eba.bund.de  
  23. ↑ Walter Wittke: Geology S 21 and new line (PDF; 9.9 MB). Document on the arbitration meeting of November 27, 2010, slide 12-15.
  24. ↑ a b Federal Railway Authority (EBA), Karlsruhe / Stuttgart branch, "Plan approval decision according to § 18 Paragraph 1 General Railway Act (AEG) for the reconstruction of the Stuttgart railway junction" Project Stuttgart 21 "Plan approval section 1.6a for the Ober- und Untertürkheim", eba.bund .de (PDF; 1.1 MB), Stuttgart, May 16, 2007. p. 296.
  25. ↑ a b c d e f g h i DB ProjektBau GmbH Stuttgart 21 (ed.): Plan approval documents: Redesign of the Stuttgart railway junction: Extension and new construction of the Stuttgart - Augsburg line. Stuttgart - Wendlingen area with airport connection. Section 1.1 Crossing the valley with the main train station. Construction km -0.4 -42.0 to +0.4 +32.0.
    1. Explanatory report Part II: Presentation of the choice of variants     . Document dated October 4, 2004, approved by the resolution of the Federal Railway Authority, Karlsruhe / Stuttgart branch office of January 28, 2005. File number 59160 PAP-PS21-PFA 1.1, pp. 110–115.
  26. ↑ DB ProjektBau GmbH Stuttgart 21 (Ed.): Plan approval documents: Redesign of the Stuttgart railway junction: Extension and new line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.1 Crossing the valley with the main train station. Construction km -0.4 -42.0 to +0.4 +32.0.
    1. Explanatory report Part II: Presentation of the choice of variants     . Document dated October 4, 2004, approved by the resolution of the Federal Railway Authority, Karlsruhe / Stuttgart branch office of January 28, 2005. File number 59160 PAP-PS21-PFA 1.1, p. 114.
  27. ↑ 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.
  28. ^ DBProjekt GmbH Stuttgart 21 (ed.): Project "Stuttgart 21": The spatial planning procedure . Eight-page brochure, Stuttgart, approx. 1997, p. 4 f.
  29. ↑ Deutsche Bahn AG (Ed.): Stuttgart 21 - Opportunity / Risk Status . Presentation of September 23, 2011 ( PDF file ), p. 9.
  30. ↑ Markus Heffner: The north entrance is history . In: Stuttgarter Zeitung , May 3, 2012, p. 20 (similar version online ).
  31. ↑ 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
  32. ↑ a b Bahn writes out tunnel construction . In: Stuttgarter Nachrichten , May 6, 2010.
  33. ↑ Thomas Braun: Bonatzbau: Railway engineers see risks . In: Stuttgarter Zeitung (online edition), around April 11, 2011.
  34. ↑ a b Construction companies fight for billions in orders . In: Stuttgarter Nachrichten , No. 282, December 6, 2010, p. 17 ( online ).
  35. ↑ "The time of discussion is over" . In: Frankfurter Allgemeine Sonntagszeitung , No. 30, July 31, 2011, p. 2. online .
  36. ↑ a b Major order for Stuttgart 21 goes to Porr Group . In: The press . August 2, 2011, p. 17 ( online ).
  37. ↑ Christine Klafl: Porr: The moles under Stuttgart . In: Kurier (online edition), August 16, 2011, p. 9.
  38. ^ D-Stuttgart: Construction work for tunnel . Document 2011 / S 170-279671 dated September 6, 2011 in the Electronic Official Journal of the European Union.
  39. ↑ Communications office for the Stuttgart – Ulm railway project (ed.): DB initiates the completion of the award process for the first Stuttgart 21 tunnel structures . Press release from July 15, 2011.
  40. ^ D-Stuttgart: Construction work for tunnel . Document 2011 / S 113-187618 of June 15, 2011 in the electronic gazette of the European Union.
  41. ↑ European Union: D-Stuttgart: Construction work for tunnels. . Electronic Official Gazette, Document 2011 / S 126-208143 of July 5, 2011.
  42. ↑ 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), p. 6.
  43. ^ D-Stuttgart: Construction work for tunnel . Document 2012 / S 138-230212 of July 20, 2012 in the supplement to the Electronic Official Journal of the European Union .
  44. ↑ Stuttgart – Ulm rail project (publisher): Deutsche Bahn awards additional engineering structures to a bidding consortium under the leadership of the PORR Group . Press release from July 13, 2012.
  45. ↑ Michael Isenberg: Glimmer of hope for cheeks . In: Stuttgarter Nachrichten (online edition), around April 5, 2011.
  46. ↑ a b Bahnprojekt Stuttgart – Ulm eV communications office: For the transfer from Ober- and Untertürkheim to the new Stuttgart main station: civil engineering work on the intermediate approach to Ulmer Strasse in Stuttgart-Wangen begins (PDF; 92 kB), press release from May 6, 2013.
  47. ↑ a b Matthias Bury: In search of an alternative route . In: Stuttgarter Zeitung (online edition), around April 6, 2011.
  48. ↑ a b Construction work in the area of ​​the Kernerviertel and emergency access to Stuttgart Central Station South , presentation, public information evening , November 6, 2013.
  49. ^ Konstantin Schwarz, Michael Isenberg: Stuttgart 21: Construction stop after only 15 days . In: Stuttgarter Nachrichten . No. 272 , November 23, 2013, p. 1 ( online ).
  50. ↑ Christine Bilger: Opponents block the road when the tunnel is christened . In: Stuttgarter Zeitung . December 5, 2013, p. 21 .
  51. ^ Mathias Kuhn: Beate tunnel completed by the end of January . In: Esslinger Zeitung . November 26, 2014, ZDB -ID 125919-2 , p. 5 .
  52. ↑ a b c In the next few days, the third Neckar underpass will start. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, September 14, 2017, accessed on September 17, 2017 .
  53. ↑ Alexander Müller: Bahn wants to blow up at night . In: Esslinger Zeitung . October 6, 2015, ZDB -ID 125919-2 , p. 5 .
  54. ↑ Christian Milankovic: A lack of permits is slowing the railway . In: Stuttgarter Zeitung . tape 71 , no. 242 , October 20, 2015 (among other titles online ).
  55. ↑ a b Frank Schwaibold: industrial accident in Wangen tunnel. In: stuttgarter-nachrichten.de. March 9, 2018, accessed March 11, 2018 .
  56. ↑ Alexander Müller: SGU sports field becomes a construction site . In: Esslinger Zeitung . October 25, 2016, ZDB -ID 125919-2 , p. 5 ( online for a fee ).
  57. ^ A b Mathias Kuhn: Construction of the tunnel trough on Benzstrasse begins . In: Esslinger Zeitung . May 5, 2017, ZDB -ID 125919-2 , p. 5 ( online ).
  58. ↑ Obertürkheim tunnel broken through. 70% of all tunnel meters driven from Stuttgart 21. In: bahnprojekt-stuttgart-ulm.de. Stuttgart-Ulm rail project, June 21, 2018, accessed on June 24, 2018 .
  59. ↑ For the third time successfully under the Neckar. November 23, 2017. Retrieved November 25, 2017 .
  60. ↑ Crossed under the Neckar with all four tunnel tubes. October 2, 2018, accessed October 3, 2018 .
  61. ↑ Christian Milankovic: Bahn continues to fight with water in the Neckar valley . In: Stuttgarter Zeitung . tape 75 , January 25, 2019, p. 20 ( online ).
  62. ↑ Christine Bilger: Fire in the tunnel construction site . In: Stuttgarter Zeitung . tape 75 , April 11, 2019, p. 17 ( online ).
  63. ↑ Ulrike Bäuerlein: Fire in the S-21 tunnel alarms critics . In: Südkurier . April 12, 2019, ZDB -ID 1411183-4 , p. 9 (similar version online ).
  64. ↑ Construction of the tunnel connection in Obertürkheim. Bahn has relocated track systems as planned. In: bahnprojekt-stuttgart-ulm.de. May 29, 2019, accessed May 31, 2019 .
  65. ↑ First tube of the Untertürkheim tunnel knocked through. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, November 15, 2019, accessed on November 17, 2019 .
  66. ^ Matthias Kuhn: The last stage for the interregional curve . In: Stuttgarter Nachrichten . tape 75 , no. 182 , August 8, 2020, p. Local section “From the districts”, p. 1 (similar version online ).
  67. ^ 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)).
  68. ↑ 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 .
  69. ↑ Target timetable Germany-Takt: First expert draft Baden-Württemberg. (PDF) SMA und Partner , October 9, 2018, accessed on October 22, 2018 .
  70. ↑ Destination timetable Germany-Takt. (PDF) Second expert draft Baden-Württemberg. SMA und Partner , May 7, 2019, accessed June 23, 2019 .
  71. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed June 30, 2020 .
  72. ↑ Berlin's underworld is in the middle of Stuttgart. In: Stuttgarter Zeitung. July 6, 2018 ( stuttgarter-zeitung.de ).
  73. ↑ Dispute over the rescue tunnel . In: Neue Württembergische Zeitung . October 14, 2009, p. 17 .
  74. ↑ DB ProjektBau : Major project Stuttgart 21 - Wendlingen - Ulm: opportunities and risks. (Excerpt as PDF file; 2.7 MB), Stuttgart, March 25, 2011, p. 15.
  75. ↑ Andreas Böhme: New fire protection concept for Stuttgart 21 . In: Südwest Presse . February 16, 2016, ZDB -ID 1360527-6 , p. 5 .
  76. ↑ Change plan approval decision according to § 18 Abs. 1 AEG i. V. m. Section 76 (3) VwVfG and Section 18d AEG for the large-scale project Stuttgart 21, PFA 1.6a, 13th amendment to the plan, change to the extinguishing water pipe "in Stuttgart route 4703 Stuttgart Hbf-Stuttgart-Obertürkheim, W 93. (PDF) In: eba.bund .de. Federal Railway Office, August 20, 2020, p. 6 , accessed on August 25, 2020 .
  77. ↑ a b First major order for the construction of the track bed. Bahn awards for 92 million euros. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, May 5, 2020, accessed on May 5, 2020 .
  78. ^ Germany-Stuttgart: Construction work for railway lines. In: ted.europa.eu. February 25, 2019, accessed May 15, 2020 .
  79. ^ Germany-Stuttgart: Construction work for railway lines. Document 2020 / S 090-215492. In: Tenders Electronic Daily . May 8, 2020, accessed May 14, 2020 .
  80. ^ 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 .
  81. ↑ Michael Kümmling: ETCS equipment areas Stuttgart 21. (PDF) (No longer available online.) In : barkerportal.noncd.db.de. Deutsche Bahn, May 10, 2019, archived from the original on October 21, 2019 ; accessed on October 21, 2019 (Annex 03.1.10 - overview sketch ETCS equipment stand.pdf).
  82. ↑ Michael Kümmling, Th. Gemperlein: Appendix 3.1.11 - ETCS entry and exit areas. (PDF) (No longer available online.) In : barkerportal.noncd.db.de. Deutsche Bahn, October 14, 2019, p. 9 , archived from the original on October 21, 2019 ; accessed on October 21, 2019 (Annex 03.1.11 - Entry and exit areas ETCS.pdf).