Wendlinger curve

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Small Wendlinger curve
Route number (DB) : 4614
Route length: 1.1 km
Gauge : 1435 mm ( standard gauge )
Maximum slope : 28  ‰
Minimum radius : 275 m
Top speed: 80 km / h

The Wendlinger curve is a connecting curve planned as part of the Stuttgart 21 project between the new Wendlingen – Ulm line and the Plochingen – Tübingen line (Neckar-Alb railway) in the direction of Tübingen near Wendlingen . Although it is already in the area of ​​the new Wendlingen – Ulm line, the connecting curve is part of the Stuttgart 21 project.

The minimal solution of a single-track route is known as the Kleine Wendlinger curve , a double-track expansion to the Große Wendlinger curve is being planned.

Location and course

Southern end of the Kleine Wendlinger curve (track leading in from the left), view towards Oberboihingen (construction status May 2020)

The connecting curve is south of Wendlingen am Neckar.

The route leads in a south-easterly direction, in front of the Albvorland tunnel , from the new line running in the direction of Ulm and at the junction in Oberboihingen in a southerly direction in the direction of Tübingen. The route initially describes a right-hand bend in the direction of Tübingen, which then turns into a left-hand bend. North of the curve with the so-called freight train connection runs a curve in a south-easterly direction, from which freight trains coming from Plochingen in the direction of Ulm (and vice versa) should run.

South portal of the tunnel (construction status May 2020)

In the course of the curve, the construction of a 494.2 meter (according to another source 492 meter) tunnel is planned. A 383.5-meter-long section to be created by mining is connected on both sides with around 55-meter-long sections in open construction. The overlap is between 4.5 meters and around 11 meters.

The curve is up to 28 ‰ inclination traced out and has a minimum radius of 275 meters on. It can be used by conventional trains at 80 km / h, with tilting technology trains at a maximum of 100 km / h. Critics complain about the low top speed, which prevents a swing drive out of the Neckar valley towards the Filder plain. Signals showing stop could result in considerable travel times in the direction of Stuttgart. The control block spacing should be 482 meters.

history

Planning and discussion of variants

Feasibility study

In the feasibility study of the Stuttgart 21 project presented at the beginning of 1995, a connection of the new line in a south-westerly direction to the line to Tübingen was planned. As part of the feasibility study, the curve was already referred to as the Kleine Wendlinger curve . For the connection of the Neckar Valley Railway to the new line, the feasibility study estimated costs of 184 million DM (160 million DM plus 15 percent planning costs). One planning variant envisaged running the Gäubahn directly from Horb via Tübingen and from there south past Reutlingen on a new line directly to the airport. The curve was also an option in mid-1996.

According to the planning status from 1996, the Wendlinger curve was to branch off west of the Neckar from the new line leading to Ulm, cross the Neckar in a southerly direction and finally the line to Tübingen.

Spatial planning procedure

As part of the initiated in December 1996 regional planning process, the single-track, now at the same level planned was route included fixed. Before crossing the Neckar, the Kleine Wendlinger curve was to branch off as a single track from the new line in the direction of Ulm, cross the Neckar on an approximately 260-meter-long bridge and in an arc through the Otto factory and be introduced into the Neckar Valley Railway approximately 450 meters south of the motorway. To this end, several listed buildings belonging to the Otto company were to be demolished and a landscape conservation area to be driven through. The construction costs were put at around 55 million DM.

In the spatial planning process, two variants of a Wendlinger curve and two variants of a Neckar valley station were examined. As a result of the procedure, the Wendlinger curve was shifted to the east - after the platform end of a Neckar valley station - and classified in this form in September 1997 as spatially compatible. The construction costs of the shifted Kleine Wendlinger curve were put at 57 million DM, interventions in nature and landscape were considered comparatively low. A double-track expansion and the construction of a tower station as a transition between the new line and the Neckar-Alb railway were also planned as an option. The single-track Small Wendlinger curve was due to the intended operating program, with up to two hourly StadtExpress -Zugpaaren and a two hourly Interregio , found to be sufficient -Zugpaar.

Planning approval

In the Wendlingen area, as part of the Stuttgart 21 concept, six variants were developed and weighed as part of the planning approval process:

  • The Kleine Wendlinger curve (KWK) variant should initially branch off with a single track before crossing the Neckar, cross the Neckar on an approximately 260-meter-long bridge and join the Neckar Valley Railway in the direction of Tübingen around 450 meters south of the federal motorway 8 at the same level. With necessary investments of around DM 55 million, it was considered the most economically advantageous investment option; the shift to the east was associated with additional costs of DM 2 million. From the point of view of Deutsche Bahn, this variant is capacitive, although there are timetable-related constraints due to threading at the same height. The "predictable traffic development" is "also feasible with a small Wendlinger curve".
  • The large Wendlinger curve variant would have two tracks: the track on the Stuttgart – Tübingen route would correspond to the small Wendlinger curve. The track in the opposite direction would branch off the Neckar Valley Railway, lead over a loop over the tunnel of the high-speed line and merge between the new line and the federal motorway 8 in the Ulm – Stuttgart track of the new line. The additional costs compared to the Kleine Wendlinger curve variant were calculated at 42 million D-Marks. According to DB, this is the variant with the greatest operational flexibility. This second track would unravel south of the track of the Kleine Wendlinger curve from the Neckar Valley Railway, run largely in the tunnel and still thread into the track of the new line towards Stuttgart in the Albvorland tunnel . According to the Stuttgart Region Association, the Große Wendlinger curve would also be necessary for an extension of the Stuttgart S-Bahn into the Neckar Valley. The Große Wendlinger curve would be connected to the freight train connection with two switches and a 320-meter-long track in open lines. An S-Bahn connection via the freight train connection in the direction of Kirchheim (Teck) was recommended in January 2018 as one of several variants for an S-Bahn axis from Böblingen via the airport to the Neckar Valley for further consideration. The variant already taken into account in the regional transport plan, with investment costs of 400 to 500 million euros, means that 5,100 new passengers can be expected in public transport every day.
  • The variant of the Kleine Wendlinger curve based on the tower station had provided for a shift of the CHP to the east. This could be integrated into a later Neckartalbahnhof ( tower station ).
  • The large Wendlinger curve variant based on the tower station provides for a tower station to be built at the intersection of the new line and the Neckar valley railway. The platform tracks of the new line were to be located on a bridge over the Neckar, with 420 meter long platform edges, to the west of the intersection with the Neckar Valley Railway. The Neckar Valley Railway underneath was to have three tracks in the station area, with an outside platform for the directions Ulm (new line) and Tübingen. Two separate tracks with a central platform were provided for the opposite direction. The platforms on the Neckar Valley Railway should be north of the crossing point. The Plochingen – Kirchheim connection was to branch off south of the platforms from the Neckar Valley Railway and swivel in to the east in order to cross under the new line and the A8 in a north-easterly direction; A single-track connection at the same height on both sides to the new line towards Ulm was planned from this crossing point. The connection of the new line from Stuttgart to Tübingen was supposed to lead out of the NBS east of the above railway station without any elevation and to merge into the Neckar Valley Railway to the southeast.
  • The Wendlinger curve variant with a line station and a single-track connection envisaged building a station directly to the east of the intersection between the NBS and Neckartalbahn in two levels, parallel to the new line. The station should be largely in the tunnel. Trains to and from the Neckar Valley Railway (from and to Tübingen) should be looped in a north-easterly direction to the train station and then threaded westwards. A line to Kirchheim / Teck was to branch off from the east end of the station in a north-easterly direction. All branches of the station and the connection to the new line were planned to be free of height. A loop should branch off from the Westkopf towards Wendlingen / Plochingen.
  • The Wendlinger curve variant with line station and 2-track connection corresponded to the previous variant, but provided for a double-track connection from the east head to the Neckar Valley Railway to the south.

According to information from Deutsche Bahn, sufficient demand for a Neckar Valley station is not expected. A line station could have been implemented immediately, whereas a tower station would be more economical and could also be implemented later (possibly in several stages). For a line station (compared to the tower station) with additional costs of 163 million DM. In addition, the selected variant of the Kleiner Wendlinger curve, which has been shifted to the east, would have spoken less interventions in nature and landscape.

When investigating the variants of the new Stuttgart – Wendlingen line, a tunnel under the Neckar was also considered as one of four variants in the Wendlingen area. The Kleine Wendlinger curve would have had to be led in a tunnel more than 1000 meters long.

The route is located in the planning approval section 2.1a / b of the new route, which was discussed on January 26 and 27, 2010 .

The Kleine Wendlinger curve to be implemented runs on a single track and at the same level. Critics complain about the single-track and level design of the route, which could lead to conflicts in the timetable.

The plan approval decision for the plan approval section 2.1ab was issued on March 23, 2015. It has been legally binding since June 1, 2015.

Stress test

The only single-track curve is controversial at Land, the stress test auditor SMA + Partner and within Deutsche Bahn AG. A two-track expansion of the Kleine Wendlinger curve is taken into account in the planning, but the realization is associated with "high costs". Heiner Geißler , who was entrusted with the arbitration of the Stuttgart 21 project , suggested in his arbitration ruling on November 30, 2010, that the curve should be double-tracked and free of intersections, as far as the results of the operational simulation consider this to be necessary.

In the operational simulation "stress test", the curve was taken into account in two ways, but the second track was not activated. Between 7 a.m. and 8 a.m., two regional trains per hour and direction were planned on the curve. A third pair of trains required by the state could initially no longer be designed with the single-track curve.

In a “final simulation run”, an additional train to and from Nürtingen was assumed for each hour and direction. The additional train to Nürtingen was formed by extending a train that had previously ended in Stuttgart and has a one-minute operating stop on the Wendlinger curve. The additional train to Stuttgart replaced a previously planned train from Ulm. As a result, a double-track Wendlinger bend with no crossings was considered unnecessary.

According to information from Deutsche Bahn, the traffic requirements agreed in the Stuttgart 21 financing contract of 2009 can be met with the Kleine Wendlinger curve.

The transition from the Kleine Wendlinger curve to the track to Stuttgart was originally planned in the area of ​​a bridge and is now (as of 2017) to be moved towards Stuttgart. This results in an even longer occupancy of the main line from Stuttgart to Ulm for these trains.

Change of plan

As part of the 5th plan change in plan approval section 2.1a / b, drainage and structures on the curve are to be "optimized". Among other things, it is planned to move the track closer to residential developments.

Further expansion discussion

In autumn 2015, a double-track expansion, or at least its preparation, was discussed again. Among other things, reference was made to an intercity line planned by DB Fernverkehr from Bamberg via Stuttgart to Tübingen from the end of 2028 , which may be led over the Wendlinger curve.

A bottleneck analysis as part of the feasibility study of the federal government on the German cycle presented in spring 2015 sees a bottleneck in the Kleine Wendlinger bend, since the encounter section of the local rail passenger transport (with an assumed operating program with long-distance passenger rail transport) lies on the curve. The Germany-cycle concept presented in October 2018 also requires the double-track Wendlinger curve. The Ministry of Transport Baden-Württemberg expects the Große Wendlinger curve to provide advantages in future service planning. Among other things, this would increase the chances of an Interregio-Express stop in Metzingen and a Metropolexpress stop in Oberboihingen. The Stuttgart Region Association is also considering running the S-Bahn over the curve in order to achieve a S-Bahn ring connection between the Fildern and the Neckar Valley via the high-speed route.

According to Enak Ferlemann , State Secretary in the Federal Ministry of Transport, the two-track expansion of the Neckartal branch should be included in the two-stage evaluation process for the Federal Transport Infrastructure Plan 2030 , like all proposals for the Germany-Takt . An application to include the Great Wendlinger Curve in the Federal Transport Infrastructure Plan 2030 was rejected in the Transport Committee of the Bundestag at the end of November 2016 by the CDU-SPD government coalition without explanation. State Transport Minister Winfried Hermann criticized the fact that the expansion of the curve was not included in the Federal Railways Expansion Act. The Wendlinger curve is not included in the Federal Railways Expansion Act of the Federal Transport Infrastructure Plan 2030 .

A feasibility study presented in 2017 is divided into two stages. On July 15, 2016, the variants to be examined as part of the first stage were initially determined. In a (not yet commissioned) second stage, a preferred solution should be examined, including a possible construction process and a rough estimate of the costs and the effects of a later implementation. Seven variants were developed, two of which were recommended for implementation. A design speed of 80 km / h and a maximum longitudinal incline of 25 per thousand were used as a basis:

Variant no. ( Bold : recommended variant) title Route length (km) Route length tunnel (km, approx.) Design speed (km / h) features Costs (€ million, approx.)
1 "Unfacing in front of the Neckar Valley Railway" 1.68 0.755 80 Almost parallel to the KWK and Neckar Valley Railway 76.7
2 "Unfacing before Neckar Bridge" 2.05 0.755 80 As 1, but extending west of the Neckar valley bridge (not known)
3a "Unfiring to Neckar Valley Railway, crossing under NBS" 1.60 0.835 80 Unfiring east of the Neckar Valley Railway Bridge (not known)
3b "Unfiring to Neckar Valley Railway, crossing under NBS, routing for 70 km / h" 1.64 0.815 70 As 3a, but with a lower design speed and thus a smaller minimum radius (232 instead of 275 m), threading in Oberboihingen similar to variant 1 74.7
4th "Unfacing to Neckar Valley Railway, same level" 1.27 0.710 80 Similar to variant 3a, but with the new line crossing at the same height (not known)
5 "Unfiring to Neckar Valley Railway, crossing NBS" 2.02 0.765 80 Above-ground crossing of the Albvorland tunnel, static testing of the Albvorland tunnel and demolition of many houses necessary (not known)
6th "Unfacing in the Albvorland tunnel, bypassing Oberboihingen" 5.18 3.8 130 Removal of the Albvorland tunnel, with the eastern bypass of Oberboihingen, second tunnel and bridge required 230.2
The Große Wendlinger Bend is in the direction of Stuttgart, immediately before the Neckar bridge. The associated bridge (in the picture to the right of the drilling rig) was under construction in May 2020.

Several variants were discarded due to significant encroachments on residential developments or protected areas. In the preferred variant, an underground car park that is used by three adjacent high-rise buildings will probably have to be demolished.

Preparatory measures should account for up to 30 percent of the estimated costs. The state of Baden-Württemberg initially put the cost of the double-track expansion at 70 to 80 million euros. The expected costs for the second track were given in May 2017 at around 75 million euros. Around 25 to 30 million euros are allotted to necessary preliminary construction work. These would have to be implemented quickly in order to avoid a delay in the commissioning of the new line.

The state and Deutsche Bahn want to examine financing options. Consideration was given to adopting an addendum to the Federal Transport Infrastructure Plan before the 2017 summer break. (As of: April 2017) If financing is also possible under the Municipal Transport Financing Act (GVFG), the state and the municipalities would each have to assume 20 percent. In mid-2017, the state was ready to pay its share according to the Municipal Transport Financing Act, but the federal government initially refused to finance its 60 percent share. The cost of 80 million euros, initially estimated by State Transport Minister Winfried Hermann, was reduced to 75 million euros after a detailed investigation. In the opinion of the Federal Ministry of Transport (State Secretary Michael Odenwald ) in mid-2017, in view of these costs, a positive benefit-cost ratio and inclusion in the urgent needs of the Federal Transport Infrastructure Plan are unlikely. Furthermore, there are no timetable bottlenecks. Due to the “presumably non-existent traffic requirement”, no costs for any preventive measures could be financed. Furthermore, the federal government sees the state as an obligation, since the measure primarily serves local rail passenger transport. Funding under the GVFG is conceivable, with which the benefits exceed the costs. The federal government is ready to have the necessity of the large Wendlinger curve for local transport explained.

In mid-2018, there was a general agreement on financing between the federal government and the state, and a financing agreement is still pending. The Verband Region Stuttgart (VRS) signaled the beginning of 2019 willingness to participate with a maximum of 12.5 million euros in financing the Great Wendlinger curve as far as the Neckar-Alb region involved in the same way. The financial contribution of the VRS is in turn a requirement of the state for funding the procurement of new S-Bahn vehicles. The VRS had offered a financial contribution for the Große Wendlinger curve because it hoped for advantages for an S-Bahn line between the Fildern and the Neckar valley.

Transport Minister Hermann announced on September 7, 2017 that the planning of the Große Wendlinger Bend would be commissioned. The state is making an advance payment of one million euros. The planning order for preliminary, draft and approval planning was issued on December 22, 2017. A section of the new line is to be implemented as part of a plan change to the existing plan approval , the remaining part as part of a plan approval procedure. According to Deutsche Bahn, a decision will be necessary in the course of 2018 in order to be able to take into account preparatory work for the Große Wendlinger curve as part of the ongoing construction work. More than 300 people took part in a public information event in July 2018.

The realization should take place in two stages. First of all, preliminary work is to be carried out in the area of ​​the new line. The rest, with the integration in Oberboihingen, is to be built afterwards. The preparatory work is the subject of the 7th plan change in plan approval section 2.1, which was requested on July 13, 2018. Approval was granted on April 16, 2019. The plan approval procedure for the second stage is expected to be initiated at the end of 2019 / beginning of 2020.

Furthermore, a later connection to Kirchheim in the course of the Great Wendlinger curve will be structurally kept open. A switch support plate is provided in the slab track for this purpose.

On May 3, 2019, the financing contract was signed by State Transport Minister Hermann and DB Infrastructure Director Ronald Pofalla . It is planned to put the second track into operation in December 2025, at the same time as the opening of Stuttgart 21.

According to Deutsche Bahn, the financing of the Great Wendlinger Curve is not part of the Stuttgart – Ulm rail project. In 2011, their costs were given as 50 million euros and 70 million euros.

Tendering and awarding

The planning and construction of the Kleine Wendlinger Bend was tendered across Europe on February 13, 2015 as part of Lot 2 of the planning approval section 2.1. The offer period should run until March 20, 2015.

The contract for the construction of the Albvorland Tunnel, which also includes the construction of the freight train connection and the Kleine Wendlinger curve, was awarded to Implenia on December 18, 2015 for around 380 million euros . Eight bidders took part in the competition for the Europe-wide tender.

construction

Construction work began in January 2016 with clearing work along the existing route.

In the course of the construction work, among other things, the state road L 1250 is to be relocated over a length of around 800 meters to the west side of the Neckar Valley Railway.

The tunnel at the Wendlinger bend is to be mined over a length of 384 meters. At the north and south portals, 55 meters each are planned using an open construction method.

Construction work on the tunnel of the Kleine Wendlinger Bend and the upstream trough to the north (May 2020)

The tunneling is still pending Template: future / in 2 years(as of January 2018). Construction work on the pre-cut started in 2018.

business

The operating concept (as of July 2010) provides for two trains (each on the Stuttgart – Tübingen line, via Stuttgart Airport and Nürtingen ) per hour and direction. Two further trains are planned between Stuttgart and Tübingen via the existing line (Plochingen). A traffic forecast presented in 2013, which was based on the state's 2020 timetable conception for regional traffic, expected a traffic load of 7,300 travelers per day in 2025 (sum of both directions). According to a forecast presented in 2018, 15,100 passengers per day are expected.

A simplified timetable study (status: April 2009) showed that “the conception of the offer in this area is demanding, but mobile”.

In the planning status of 2008, a total of eight trains per hour (sum of both directions) were planned on the single-track connecting curve, corresponding to an occupancy time of 29 minutes per hour.

financing

According to the Municipal Transport Financing Act, the federal government participates in the financing of the Little Wendlinger Curve.

The Große Wendlinger Bend is initially fully financed by the state of Baden-Württemberg. In return, the Federal Ministry of Transport will relieve the state financially of the financing of Stuttgart 21 by indexing the federal public transport shares according to the GVFG. The state has in turn promised to use this relief - probably around 55 million euros - to finance the Great Wendlinger Curve. It is expected that the VRS and the Neckar-Alb region will each contribute a quarter of the financing of the remaining state portion of an estimated 45 million euros, with the municipal portion each to be capped at 12.5 million euros.

criticism

Critics complain about the low top speed, which prevents a swing drive out of the Neckar valley towards the Filder plain. Signals showing stop could result in considerable travel times in the direction of Stuttgart.

technology

The Kleine Wendlinger curve is to be largely equipped with ETCS Level 2 (as of October 2019). Entry, exit and access security signals should be placed on the curve.

Web links

Commons : Wendlinger curve  - collection of images, videos and audio files

Individual evidence

  1. ↑ Audit for the operational quality review Stuttgart 21st final report. (PDF; 3.3 MiB; Page 33) Version 1-00. SMA & Partner AG , July 21, 2011, p. 4 , accessed on July 21, 2011 (Profile IN-03).
  2. ↑ 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, p. 11.
  3. ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Dr. Valerie Wilms, Harald Ebner, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 17/6952 - (PDF; 98 kB). Printed matter 17/7173 of September 27, 2011.
  4. ↑ DBProjektBau GmbH (Ed.): Redesign of the Stuttgart railway junction. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Plan approval section 1.4 Filder area to Wendlingen. Construction km 15.3 + 11.0 to 25.2 + 00
    Appendix 1: Explanatory report. Part III: Description of the plan approval section.     Document dated May 31, 2006, plan approved by the Federal Railway Office, Karlsruhe / Stuttgart branch with a resolution of April 30, 2008 (file number 59160 PAP-PS21-PFA 1.4), pp. 1–5, 10–36, 44, 51, 91.
  5. ^ A b Matthias Breidenstein, Stefan Kielbassa, Herwig Ludwig: An overview of the tunnels on the new Wendlingen – Ulm line . In: tunnel . Official organ of the STUVA . tape 32 , no. 2 . Bauverlag BV GmbH, March 2013, ISSN  0722-6241 , p. 28-40 .
  6. ↑ a b c d Plan approval decision according to §§ 18 General Railway Act (AEG), 78 Administrative Procedure Act (VwVfG) for the project "PFA 2.1 a / b, NBS Wendlingen - Ulm, Albvorland", in the communities of Wendlingen am Neckar, Oberboihingen, Kirchheim under Teck and Dettingen unter Teck Railway km 25.200 to 36.260 on the Wendlingen - Ulm route and “relocation of the L 1250 state road between Wendlingen and Oberboihingen”. (PDF) In: eba.bund.de. Federal Railway Office , Stuttgart, March 23, 2015, pp. 61, 63, 64 , archived from the original on November 26, 2015 ; accessed on March 10, 2019 .
  7. ^ D-Stuttgart: Construction site supervision . Document 2010 / S 158-244693 of August 17, 2010 in the electronic gazette of the European Union.
  8. ↑ Plan approval documents for plan approval section 2.5a1 Ulm Hbf of the Wendlingen – Ulm railway line, version dated June 14, 2004.
  9. ↑ a b Presentation of the operational deficiencies of the Stuttgart 21 Maengel-Text_VR.pdf project. (PDF; 84 KiB) In: bund-bawue.de. Vieregg-Rössler GmbH, Munich, October 2008, p. 14 , archived from the original on November 22, 2015 ; accessed on March 10, 2019 .
  10. ↑ 550 objections to the project . In: Stuttgarter Zeitung , January 17, 2010.
  11. ^ Deutsche Bahn AG, network division, Stuttgart regional area, projects (ed.): Project »Stuttgart 21«. The feasibility study . Stuttgart, 1995, p. 4, 20, 32 ( (similar version) [PDF; 14.4 MB ] Brochure (40 A4 pages)).
  12. ^ Gerhard Heimerl : Efficient transport as a location factor . In: The Railway Engineer . 1996, No. 5, ISSN  0013-2810 , pp. 8-12.
  13. ↑ Hans Holtz: The history of the Stuttgart main station . In: Landeshauptstadt Stuttgart (Ed.): Stuttgart 21: Drafts for the new city . Deutsche Verlags-Anstalt, 1996, ISBN 3-421-03219-X , pp. 8-15.
  14. ↑ 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. 57–67.
  15. ↑ a b Spatial planning assessment: upgraded and new line Stuttgart - Augsburg: Stuttgart - Wendlingen area with airport connection and redesign of the Stuttgart railway junction . Stuttgart September 1997, p. 11, 12, 37, 151 f, 151 f . ( Online [PDF]).
  16. ^ DBProjekt GmbH Stuttgart 21 (ed.): Project "Stuttgart 21": The spatial planning procedure . Eight-page brochure, Stuttgart, approx. 1997, p. 5.
  17. ↑ a b c d e f g h 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. 152–160.
  18. ↑ Second professional arbitration (PDF; 550 KiB), presentation slides by Ingulf Leuschel, presented in the third professional arbitration on the Stuttgart 21 project on October 29, 2010, p. 6.
  19. ↑ Verband Region Stuttgart: Session No. 173/2013 Transport Committee on February 20, 2013 for resolution - Public session. On agenda item 2: S-Bahn Neuhausen (PDF; 1.2 MiB). P. 3.
  20. ↑ Expansion and new line Stuttgart - Augsburg: Wendlingen - Ulm area: Plan approval section 2.1 a / b Wendlingen - Kirchheim: Annex 1 Explanatory report Part II: Documentation of the alternative and variant decision of the Wendlingen-Ulm NBS . Munich December 5, 2008, p. 69 f., 83 ( plaene-bahnprojekt-stuttgart-ulm.de [PDF; 6.2 MB ]).
  21. ↑ Alexander Ikrat: S-Bahn over the Filder will be expensive . In: Stuttgarter Nachrichten . tape 73 , no. 24 , January 30, 2018, p. 10 .
  22. ↑ Filder and Zuffenhausen feasibility study: interim results. (PDF) In: vrs.de. Verband Region Stuttgart, January 29, 2018, pp. 11, 16 , accessed on January 29, 2018 .
  23. ↑ DBProjektBau GmbH (Ed.): Redesign of the Stuttgart railway junction. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Plan approval section 1.4 Filder area to Wendlingen. Construction km 15.3 + 11.0 to 25.2 + 00
    Appendix 1: Explanatory report. Part III: Description of the plan approval section.     Document dated May 31, 2006, approved by the Federal Railway Authority, Karlsruhe / Stuttgart branch with a resolution dated April 30, 2008 (file number 59160 PAP-PS21-PFA 1.4), p. 19.
  24. ↑ Regional Council Stuttgart (Ed.): Discussion meeting for plan approval section 2.1 a / b "Wendlingen to Kirchheim" on January 26th and 27th, 2010 - Schmalzl: Important procedural step for the last section of the new line in the administrative district . Press release from January 15, 2010.
  25. ^ The Stuttgart 21 project and the new Wendlingen - Ulm line: connection of the Neckar-Alb region. Regionalverband Neckar-Alb, November 22, 2006, archived from the original on 20071217170839 ; Retrieved on March 10, 2019 (RV printed matter No. VII-44).
  26. ↑ Klaus Arnoldi: Plea for needs-based expansion (PDF; 880 KiB of April 2, 2004).
  27. ↑ Gaby Kiedaisch: We don't want to bring legal action . Ed .: Nürtinger Zeitung . July 2, 2015, p. 16 .
  28. ↑ a b Wendlinger curve for Stuttgart 21: savings option is controversial with the railway. Stuttgarter Zeitung , September 22, 2001, accessed April 7, 2014 .
  29. ↑ a b SMA and Partner: Statement from SMA and Partner AG on the publication of confidential meeting documents . "Version 1-00" from July 28, 2010.
  30. ↑ Arbitration Stuttgart 21 PLUS (PDF; 80 KiB). November 30, 2010, pp. 14, 15.
  31. ^ DB Netz AG (Ed.): Stress test Stuttgart 21: Timetable robustness test . Frankfurt am Main June 30, 2011, p. 54, 61 ( online [PDF]).
  32. ↑ a b SMA and Partner AG (ed.): Profile SI-09: Adjustments to the data model for the final simulation run . Zurich September 30, 2011, p. 6 ( online [PDF]).
  33. ↑ Audit for the operational quality review Stuttgart 21st final report. (PDF; 3.3 MiB, page 14) Version 1-00. SMA & Partner AG, July 21, 2011, p. 8 , accessed on July 21, 2011 .
  34. ^ A b DB Netz AG (Ed.): Stress test Stuttgart 21: Final final report on the timetable robustness test . Frankfurt am Main September 15, 2011, p. 7, 9 ( online [PDF]).
  35. ↑ SMA and Partner AG (ed.): Audit for the operational quality review Stuttgart 21: Review of the final simulation run . Zurich September 30, 2011, p. 6 ( online [PDF]).
  36. ↑ a b c Sylvia Gerlichs: No chance for ICE stop in Wendlingen . In: Nürtinger Zeitung . March 31, 2018, p. 18 ( online (paid)).
  37. ↑ a b Jürgen Gerrmann: Yet another chance for the big solution . In: Nürtinger Zeitung . May 6, 2017, p. 22 .
  38. ↑ Determination of the omission of an environmental impact assessment (UVP) according to § 3a Environmental Impact Assessment Act (UVPG) for the project "WU PFA 2.1a / b 5. PÄ Optimization of CHP, adaptation of sonic boom structures", rail km of the route in. (PDF ) (No longer available online.) Federal Railway Office, July 4, 2017, formerly in the original ; Retrieved July 5, 2017 .  ( Page no longer available , search in web archives )@1@ 2Template: Toter Link / www.eba.bund.de
  39. ↑ More rail for metropolises and regions. Deutsche Bahn AG, March 18, 2015, p. 17 , archived from the original on April 4, 2015 ; accessed on March 10, 2019 .
  40. ↑ Fabian Ziehe: Big curve for better clock . In: Südwest Presse . October 17, 2015, ZDB -ID 1360527-6 , p. 5 ( online ).
  41. ↑ Bottleneck near Wendlingen . In: Swabian Tablatt . October 17, 2015, p. 27 .
  42. ↑ Feasibility study for testing a German clock in rail traffic. Appendices Z20 / SeV / 288.3 / 1324 / LA15. Federal Ministry of Transport and Digital Infrastructure, April 8, 2015, p. 83 , accessed on August 28, 2017 .
  43. ↑ Feasibility study for testing a Germany cycle in rail traffic. Report Z20 / SeV / 288.3 / 1324 / LA15. Federal Ministry of Transport and Digital Infrastructure, p. 50 f. , accessed on August 28, 2017 .
  44. ↑ Target timetable Germany-Takt Presentation of the first expert draft within the framework of the future alliance rail. (PDF) October 9, 2018, p. 22 , accessed October 19, 2018 .
  45. ↑ a b c d e Sylvia Gierlichs: "The largest traffic island in the region" . In: Nürtinger Zeitung . July 25, 2018, p. 16 ( online ).
  46. ↑ a b Clear vote for the ETCS pilot project and more S-Bahn vehicles. In: vrs.de. Verband Region Stuttgart, January 23, 2019, accessed on January 23, 2019 .
  47. ↑ Fabian Ziehe: By Germany-clock to the second track: Federal government is examining the construction of the Great Wendlinger curve . In: Südwest Presse . December 1, 2015, ZDB -ID 1360527-6 , p. 5 .
  48. ↑ Konstantin Schwarz: No chance for further rail expansion . In: Stuttgarter Nachrichten . tape 72 , November 24, 2016, p. 21 .
  49. ↑ Two projects with priority . In: Nürtinger Zeitung . December 3, 2016, p. 22 .
  50. ↑ Transport Minister Hermann on the Federal Transport Infrastructure Plan : Much road but too little rail. In: vm.baden-wuerttemberg.de. December 2, 2016, accessed December 4, 2016 .
  51. ↑ Michael Gieschke: Feasibility study Large Wendlinger curve level 1. Appendix 1: Explanatory report . Obermeyer Planen + Beraten GmbH, March 27, 2017, pp. 2, 4, 6, 11, 14, 16, 18, 20, 22, 25 f., 29, 36, 38 , accessed on May 20, 2017 .
  52. ↑ a b Christian Milankovic: Pofalla relativizes the meaning of S 21 . In: Stuttgarter Zeitung . tape 73 , April 29, 2014, p. 24 ([Pofalla relativizes the importance of online]).
  53. ^ Mathias Bury: Project partners are planning beyond Stuttgart 21 . In: Stuttgarter Nachrichten . tape 72 , April 29, 2017, p. 22 ( online ).
  54. ↑ Large Wendlinger curve would cost around 75 million euros. In: baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg, May 16, 2017, accessed on May 20, 2017 .
  55. ↑ a b c Breakthrough for Wendlinger curve . In: Schwäbisches Tagblatt . September 8, 2017, p. 1 ( online (paid)).
  56. ↑ Thomas Schorradt: Plea for life after Stuttgart 21 . In: Stuttgarter Zeitung . tape 73 , July 24, 2017, p. 19 ( online ).
  57. ^ Christian Milankovic: Bund: Little chance for S-21 expansion in Wendlingen . In: Stuttgarter Zeitung . tape 73 , June 8, 2017, p. 20 ( online ).
  58. ↑ Thomas Durchdenwald: Land gives 106 million euros for new S-Bahn . In: Stuttgarter Zeitung . tape 75 , January 21, 2019, p. 17 ( online ).
  59. ↑ A great success for the Stuttgart rail hub. In: vrs.de. Verband Region Stuttgart, January 30, 2019, accessed on January 30, 2019 .
  60. ↑ Daniel Grupp: "Tiger with teeth" desired . In: Göppingen district news . January 23, 2019, p. 26 .
  61. ↑ Germany-Stuttgart: Technical planning services for traffic systems. In: ted.europa.eu. February 8, 2018, accessed February 9, 2018 .
  62. ↑ Determination of the omission of an environmental impact assessment (UVP) according to § 5 Environmental Impact Assessment Act (UVPG) for the project "NBS Wendlingen-Ulm, PFA 2.1a / b, 7th PÄ (large Wendlinger curve connection)", rail km 25.374 of the route 4813 Feuerbach-Stuttgart Hbf deep-Ulm Hbf in Wendlingen and Kirchheim unter Teck. (PDF) (No longer available online.) Federal Railway Office, August 8, 2018, formerly in the original ; accessed on August 9, 2018 .  ( 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.@1@ 2Template: Toter Link / www.eba.bund.de  
  63. ↑ a b c d The Great Wendlinger Curve can come. In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg, May 3, 2019, accessed on May 3, 2019 .
  64. ↑ Andreas Volz: How local transport benefits from S 21 . In: The Teckbote . September 28, 2018 ( online ).
  65. ↑ Baden-Württemberg: Cabinet approves contract for the Great Wendlinger Curve. In: eurailpass.de. July 9, 2019, accessed July 10, 2019 .
  66. ↑ Michael Isenberg: Stress test shows the strengths of the underground station . In: Stuttgarter Nachrichten , No. 150, July 2, 2011, p. 23 ( online ).
  67. ^ Germany-Stuttgart: construction of railway tunnels . Document 52875-2015 of February 13, 2015 in the supplement to the Electronic Official Journal of the European Union .
  68. ↑ Bahn awards contract for the construction of the Albvorland tunnel . Press release from December 18, 2015.
  69. ↑ Gaby Kiedaisch: Railway creates technical conditions . In: Nürtinger Zeitung . January 16, 2016, p. 18 ( online ).
  70. ↑ NBS: Driving and excavation for tunnel construction. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, accessed on January 13, 2018 .
  71. ↑ Sylvia Gierlichs: Take a look into the tunnel . In: Nürtinger Zeitung . August 1, 2018, p. 14 ( online ).
  72. ↑ Verband Region Stuttgart (Ed.): Session No. 190/2013, Transport Committee on May 8, 2013: Update of the regional transport plan - results of the traffic forecast for the reference scenario 2025 . May 8, 2013, p. 11 ( archive.org [PDF; 614 kB ]).
  73. ^ Verband Region Stuttgart (ed.): Annex 4.1 to template 190/2013; Examination of the transport committee on May 8th, 2013 . May 8, 2013, p. 1 ( region-stuttgart.org [PDF; 5.2 MB ]).
  74. ↑ Regional traffic plan . (PDF) Verband Region Stuttgart , July 2018, p. 57 f. , accessed on February 7, 2020 (p. 59 f. in PDF).
  75. ^ Offer conception for regional transport Baden-Württemberg 2020 and operating program Stuttgart 21. (PDF; 105 KiB) Ministry of the Interior of Baden-Württemberg, April 2009, p. 4f , archived from the original on August 6, 2010 ; Retrieved August 6, 2010 .
  76. ↑ SMA + Partner (ed.): Discussion of the Stuttgart - Ulm rail project. Presentation slides ( Part 1 PDF; 7.21 MiB, Part 2 PDF; 7.11 MiB, p. 16.)
  77. ↑ 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 BÜNDNIS 90 / DIE GRÜNEN - printed matter 18/1420 - station project Stuttgart 21 - cost development and project progress . tape 18 , no. 1606 , June 3, 2014, ISSN  0722-8333 , p. 8 ( online [PDF]).
  78. ↑ Michael Kümmling: Annex 3.1.11 - ETCS entry and exit areas. (PDF) In : barterportal.noncd.db.de. Deutsche Bahn, May 10, 2019, archived from the original on October 21, 2019 ; Retrieved on October 21, 2019 (Annex_03.1.11 _-_ Ein-_und_Ausstiegsbereich_ETCS.pdf in the ZIP archive).

Coordinates: 48 ° 39 '40.2 "  N , 9 ° 22' 8.7"  E