sign in sign up
<<
Home , Augsburg (district), Mannheim, Stuttgart

THE – RAIL PROJECT INFORMATION CONTENTS

WWW.S21ERLEBEN.DE WWW.BAHNPROJEKT-STUTTGART-ULM.DE/EN

ON THE CONSTRUCTION SITE 4–5 WHAT IS THE STUTTGART–ULM RAIL PROJECT? The latest information on all construction sites of the Stuttgart–Ulm rail project: www.bsu.link/auf-der-baustelle 6–9 THE NEW INFRASTRUCTURE

MEDIA CENTRE 10 –11 TRANSPORT BENEFITS Webcams, construction site photos, films and many other media resources: www.bsu.link/media-library 12 –13 FIND OUT MORE TOURS Experience the construction site live on a variety of guided tours: Fold-out page NUMBERS, FIGURES, FACTS www.s21erleben.de 14 –15 THE NEW MAIN STATION CONTACT: Bahnprojekt Stuttgart–Ulm e.V. 16 –17 URBAN DEVELOPMENT Jägerstrasse 2 70174 Stuttgart, 18 –19 WORK AND BUSINESS | PARTNERS AND FINANCING Phone: +49 (0)711 21321-200 Email: [email protected] www.s21erleben.de 20 –21 ECOLOGY

22 –23 CONSTRUCTION METHODS AND LOGISTICS WHAT IS THE STUTTGART–ULM RAIL PROJECT?

The Stuttgart–Ulm rail project encompasses available for urban development in the very heart benefit from the shorter journey times and in- Stuttgart and -Württemberg as a place to live and the new section of track between of the city. creased numbers of direct connections offered and work. More jobs and a larger population mean and Ulm. by the rail project. In addition, the Stuttgart–Ulm higher revenues for city and state. The Stuttgart– SHORTER JOURNEY TIMES rail project is part of the important European long- Ulm rail project is also an ecological one: surveys TWO SUB-PROJECTS, AND MORE DIRECT CONNECTIONS distance corridor from to , which have shown that Stuttgart 21 and the new section MANY ADVANTAGES is being developed into a high-speed route. of track will move millions of passenger trips from The about 60-kilometre-long new section of track the roads onto the railways every year. The sub-project Stuttgart 21 includes the rearrange- between Wendlingen and Ulm will enable a fast and AN ECONOMIC AND ECOLOGICAL ment of the Stuttgart rail hub with four new stations convenient way to cross the region, PLUS FOR BADEN-WÜRTTEMBERG and over 50 kilometres of new track. The terminus in with over half of the route running in tunnels. Stuttgart will become an efficient through station. The rail network is being optimised for modern Visit us on the internet: At the same time, Stuttgart will have a once-in-a- Numerous changes and improvements will be long-distance and regional trains, allowing national www.bsu.link/overview century opportunity to undertake extensive urban created for Stuttgart and Baden-Württemberg: and international economic regions to grow ever development: the old track system can be completely around 75 per cent of the population of Baden- closer together. A more attractive city centre and removed, making around 100 hectares of space Württemberg lives in rural districts which will better infrastructure are increasing the quality of

Stuttgart Airport Albvorland Albaufstieg Albhochfläche Albabstieg Ulm

4 5 THE NEW INFRASTRUCTURE

STUTTGART 21: FOUR STATIONS AND predominantly underground railway ring. New There are three critical reasons for this: set for 49 arriving trains. In addition, trains that arrive OVER 50 KILOMETRES OF NEW TRACK holding sidings will be built on railway land in late should be able to reduce their delay on average. Untertürkheim.  Arriving and departing trains will no longer get The Stuttgart 21 project goes far beyond the widely in each other’s way DB succeeded in providing this proof in one of the acclaimed conversion of Stuttgart Main Station: RAILWAY TRAFFIC FLOWING  The number of platform tracks for long-distance most sophisticated railway computer simulations the entire Stuttgart rail hub will be rearranged and THROUGH AN EFFICIENT RAIL HUB and regional trains will rise from five to eight ever carried out. The renowned railway engineering expanded and passenger movements accelerated.  Where the present speed limit is just 30 to office SMA and Partners monitored and investigated There will be over 50 kilometres of new track for Most of the arriving long-distance and regional 40 km/h, trains will in future be able to arrive every single step on behalf of and long-distance, regional and suburban trains as well trains are presently guided into the main station and depart at 60 to 100 km/h the state. as four new stations. via two tracks – from and – which allow maximum speeds of only 30 to PROVEN PERFORMANCE AT SUBURBAN RAIL: THE NEW STATION THE NEW MAIN STATION 40 km/h in the area of points and platforms. PEAK TIMES: STRESS TEST PASSED ON MITTNACHTSTRASSE AS CENTREPIECE Many departing trains also have to cross the path of arriving trains, for which they have to briefly At the end of 2010, in the course of mediation, The regional train network is also benefiting from At the heart of the project is the new Stuttgart utilise the arrival tracks. In order to cope with the Deutsche Bahn (DB) undertook to produce detailed Stuttgart 21. The new suburban train station on Main Station. Lying at right angles to the present current volume of trains, over 50 regional trains evidence that the new main station would be able Mittnachtstrasse serves the new city district of track system, the station connects eight platform have to be slotted in between suburban trains to handle up to 30 per cent more trains during the Rosenstein and creates faster transfers between tracks and eight adjacent through tracks with every day, the latter operating at an interval of morning rush hour (7 to 8 a.m.). Taking the then Feuerbach and Bad Cannstatt. Furthermore, the around 50 sets of points. The above-ground railway one every five minutes. The resulting “jams” at benchmark of 37 arriving trains, the yardstick was suburban train tracks in this area will in future be infrastructure can be dismantled and the space the entrance to Stuttgart Main Station are there- available for use exclusively by suburban trains. made available for urban development. fore an annoyance, especially for commuters. The rail hub has long since reached its maximum Direction: OPTIMAL CONNECTION capacity under practical operating conditions Francfort VIA A RAILWAY RING during the rush hour. The new through station Paris

Direction: will have half as many platform tracks as the Visit us on the internet: The new main station will be connected to current terminus – and yet will be able to handle www.bsu.link/s21/infrastructure the existing network via short sections of a far more trains with fewer delays. 6 7 new holding sidings new suburban train station Untertürkheim Mittnachtstraße

Stuttgart Central Station

Direction: Tübingen Direction: Ulm Airport/Trade Fair Tübingen Ulm Munich Vienna Zurich THE NEW AIRPORT AND TRADE FAIR STATION: THE NEW WENDLINGEN–ULM SECTION: PROTECTING THE ENVIRONMENT AND THE TRANSPORT HUB IN THE FILDER AREA SHORTER JOURNEY TIME, MORE CAPACITY EXISTING SETTLEMENT STRUCTURES

A new station for long-distance and regional trains unique hub will be created between rail, road and The crossing over the River at Wendlingen Over its course, the new section of track negotiates is being built in the Filder area between Stuttgart air. In future, trains of the Gäubahn railway arriving marks the beginning of the 60-km-long new section a height difference of almost 500 metres. It reaches Airport and the trade fair centre. The journey time from Zurich/ will call at the airport. The time of track between Wendlingen and Ulm. It links its highest point of around 750 metres above sea from Stuttgart Main Station to the airport will be needed to cover the associated detour to Stuttgart seamlessly to the high-speed track that connects level at the end of the 16-km-long Albaufstieg uphill cut from 27 to eight minutes. In future, it will be Main Station (3 km) will be offset by the high- the new Stuttgart Main Station with Wendlingen section. It then falls again by 280 vertical metres possible to travel to many parts of the country from speed tracks of Stuttgart 21. Trains coming from as part of Stuttgart 21. towards Ulm. here without the need to change trains. Zurich/Singen and continuing in the directions of Ulm/Munich and would be able While high-speed trains currently have to decelerate This ascent requires comparatively steep inclines In addition to the ten million or so passengers to bypass the entire Stuttgart basin. to 70 km/h in order to cross the Swabian Jura, they that are too steep for heavy goods trains. On the and more than a million exposition visitors each will be able to use the new track at speeds of up to other hand, the route is suitable for light and year, roughly a quarter of a million people living 250 km/h all the way to Ulm Main Station. The ICE medium-weight goods trains with a total weight within the catchment area of the new station are journey time of about one hour between Stuttgart of about 1,000 to 1,500 tonnes. set to benefit from it. With the new long-distance Visit us on the internet: and Ulm will be almost halved; as far as regional station and a dedicated city railway connection, a www.bsu.link/s21/airport-and-trade-fair-station trains are concerned, the journey time from Ulm The route resulted from an intensive survey and to the airport will fall to 40 minutes. The existing consideration of a large number of options in the route will be relieved, freeing up capacity for more 1980s and 1990s and was favoured over other regional and goods trains. variants that included an expansion of the more than 160-year-old Filstal section. Short journey For the most part, the route runs parallel to the times, a significant increase in capacity, no en- A8 and, where this is not possible, in croachments on urban areas and a relatively minor five long tunnels. One of the tallest railway bridges environmental impact were the clear benefits of in Germany is also being constructed in the Filstal this scheme. at Mühlhausen.

Visit us on the internet: www.bsu.link/nbl

8 9 TRANSPORT BENEFITS

EUROPEAN CITIES MOVING IN Stuttgart 21 and the new section of track will bring connect the lines that currently end at Stuttgart CLOSER TOGETHER BADEN-WÜRTTEMBERG TO BENEFIT regions and economic areas closer together. Living Main Station. Passengers who presently have to in Ulm and working in Stuttgart will therefore be- change trains will in future be able to remain in The new Stuttgart–Ulm axis is part of the European Public transport is the backbone of mobility in come an achievable social model. The same is true their seats and continue their journey faster and high-speed “Main Line for Europe” network, which Germany. Efficient and optimally networked trans- for many other regions in the state, making it an im- more conveniently. links cities and regions with a total of 34 million port routes are an important prerequisite for growth portant argument in favour of the location, especial- residents and 16 million employees in five countries. and competitiveness. The Stuttgart–Ulm rail project ly given the current shortage of skilled professionals. The construction of a new, dedicated station at Stuttgart and Ulm are situated near the centre of the will lay the foundation stone for a sustainable rail- will create a mobility hub that 1,500-kilometre-long railway route that connects way infrastructure and for the mobility of people FASTER AND MORE CONVENIENT TRAVEL connects the distinct transport modalities of , the European cities of Paris, , Munich and in Baden-Württemberg. Around three quarters of IN THE rail and plane. In future, changing between sub- Vienna with Bratislava and . The main line Baden-Württemberg’s almost 11 million inhabitants urban as well as regional and long-distance trains forms a backbone of the overall European rail net- live in rural districts that are accessed by new, fully One of the most efficient and modern railway hubs will be possible and offers improved travel options work as a central east-west axis. The expansion of connected regional transport lines. This means that in Germany is being built in Stuttgart and is set to to the nearly 240,000 residents of the Filder area. the main line will make a decisive contribution to over eight million people in Baden-Württemberg make rail operations faster, more efficient and more the rapid economic, political and cultural integration will benefit from the transport advantages of the flexible. At Stuttgart Main Station, arriving trains The accessibility of city and region will be noticeably of Western and Eastern Europe. scheme. will in future simply depart again in the same improved by the Stuttgart–Ulm rail project. That in direction, without having to reverse as at present. turn will boost economic growth and enhance the This intelligent structure will make it possible to quality of life.

Visit us on the internet: www.bsu.link/impact-on-transport Metz Reims Vienna St. Pölten St. Bratislava Munich Paris Györ Nancy Stuttgart Ulm 10 Budapest 11 Strasbourg

FIND OUT MORE NUMBERS, FIGURES, FACTS

WEBSITE: THE MAIN INFORMATION TURMFORUM: THE MULTIMEDIA  THE MAIN FACTS AND FIGURES ABOUT PLATFORM ON THE PROJECT EXHIBITION IN THE STATION TOWER THE STUTTGART–ULM RAIL PROJECT: SUMMARISED HERE IN THE FOLD-OUT PAGE The project website at www.bahnprojekt-stuttgart- Experience the Stuttgart–Ulm rail project through ulm.de/en is the central platform for information the interactive multimedia exhibition in the Turm- about Stuttgart 21 and the new Wendlingen–Ulm forum at Stuttgart Main Station. You can get an section. Extensive texts, construction site information idea of the project by means of touchscreens and and photos, films, live webcam shots, detailed maps, models as well as on the basis of films, maps and visualisations and original plans provide a great wealth visualisations arranged over four levels of the sta- of information about the Stuttgart–Ulm rail project. tion’s tower. We recommend visitors with a keener interest in the project to register for a guided tour. CONTACT POINT FOR PEOPLE You can also enjoy the wonderful 360-degree view AFFECTED BY CONSTRUCTION over Stuttgart from the viewing deck. It’s definitely worth a visit! The construction information office is the point of contact for everyone directly affected by the Further sources of information can be found in the construction sites. Whether citizens, companies or town hall of Wendlingen/Neckar, at the visitor plat- municipalities, whether information on construction form in Aichelberg directly above the tunnel portal, procedures, complaints about construction noise or at display boards, at guided construction site tours information on negative impacts – the construction as well as on www.s21erleben.de information office for the Stuttgart–Ulm rail project exists to listen to all concerns. For acute complaints arising from issues such as noise or vibration, the construction information office can be contacted around the clock on tel. +49 (0)711 2132 1212 and by email at [email protected]. Visit us on the internet: www.bsu.link/turmforum-exhibition

12 13 NUMBERS, FIGURES, FACTS

THE STUTTGART–ULM RAIL PROJECT IN BRIEF: FINANCING AND PARTNERS THE STUTTGART–ULM RAIL PROJECT ENCOMPASSES STUTTGART 21 THE STUTTGART–ULM RAIL PROJECT MAKES LONG-DISTANCE AND REGIONAL WILL CREATE: AND THE NEW WENDLINGEN–ULM SECTION TRANSPORT FASTER AND MORE CONVENIENT  Around 75% of the population of Baden- The budget for the Stuttgart–Ulm rail project is EUR 11,408 million, of which EUR 11,408 million is allocated  Around 120 km of new track, which trains can Württemberg lives in rural districts that will to Stuttgart 21 and EUR 3,703 million to the new Wendlingen–Ulm section. The construction project is the biggest expansion concept for the public rail network in Baden-Württemberg since Dozens of journey times will be shortened, with many routes no longer requiring a change of train. use at speeds of up to 250 km/h benefit from faster and more convenient the 19th century. The rearrangement of the Stuttgart rail hub and the section of route as far as Wendlingen are part  Four new stations (new Stuttgart Main Station connections of the Stuttgart 21 project. The new section of track to Ulm starts at Wendlingen. In Merklingen will be build a regional as a through station, suburban station on  An area of about 100 hectares in the heart of station which is not part oft he project and which was additionally planned and financed. Mittnachtstrasse, airport and trade fair station Stuttgart are available for urban development and new holding sidings at Untertürkheim)  20 hectares of this are reserved for the expansion  A predominantly underground railway ring of parks and green spaces SHARES OF THE PROJECT PARTNERS* FINANCING OF THE NEW STUTTGART–ULM ROUTE MAP A COMPARISON OF JOURNEY TIMES (IN MINUTES) with an east-west dimension of 5 km, through  18 million trips will move from private to IN THE BUDGET OF STUTTGART 21 WENDLINGEN–ULM SECTION 27 which trains can enter the new main station the railways each year following the decision adopted by the (total: EUR 3,703 million, Stuttgart Main Station – Stuttgart airport / fair trade from both sides  This will reduce carbon dioxide emissions by Rail Supervisory Board on 26 January 2018 as at December 2017) 8  Two new city districts in Stuttgart 70,000 tonnes per year (total: EUR 7,705 million plus EUR 495 million 188 Karlsruhe – Munich  Improvements to long-distance and regional  10,000 to 12,000 new jobs will be created risk buffer) 159 transport in Baden-Württemberg 94 Mannheim – Ulm  The state capital Stuttgart can expect to collect 68 an additional EUR 300 million in tax revenues Deutsche Bahn 163 by 2034 EUR 141 million – Tübingen 132 As of the finance Decision adopted by the Rail Supervisory Board Economic Price State of contract from 2009 on 26 January 2018 (total: EUR 7,705 million plus Adjustment Baden-Württemberg 107 financing shares EUR 495 million risk buffer) Ulm – Stuttgart airport / fair trade (EPA) clause EUR 950 million 29 to be divided. FACTS ABOUT STUTTGART 21: FACTS ABOUT THE NEW EUR 4,526 million 30 WENDLINGEN–ULM SECTION: – Esslingen Risk buffer 18  Total route length: over 50 km EUR 1,450 million As of the finance Regular funding and risk buffer   Federation and EU 144 Of which high-speed section: 20 km Total route length: round 60 km contract from 2009  Deutsche Bahn EUR 1,563 million (Lake Constance) – Stuttgart Main Station EUR 2,612 million 100  Of which in tunnels and cuttings: 33 km  Of which tunnel section: 31 km financing shares agreed.  Federation and EU EUR 1,413 million Regular funding  State of Baden-Württemberg EUR 931 million  Number of tunnels and cuttings: 16  Number of tunnels: 9 EUR 3,076 million 73  City of Stuttgart EUR 292 million Reutlingen – Stuttgart airport / fair trade 25  Number of bridges: 18  Number of bridges: 37  Stuttgart Airport EUR 227 million  Speed: max. 250 km/h  Speed: max. 250 km/h  Verband Region Stuttgart EUR 100 million

Present journey times in minutes (2011 timetable) * Deutsche Bahn and the state have entered into talks over the final Legend agreement on the financing shares of the project partners. Future standard travel time (offer concept for 2020 as of 2011)

HEIGHT DIFFERENCE: around 500 m MAXIMUM INCLINE: 2.5 m climb per 100 m of length, as much as 3.1 or 3.5 m over short sections

Stuttgart Airport Albvorland Albaufstieg Albhochfläche Albabstieg Ulm THE NEW MAIN STATION

The heart of the Stuttgart–Ulm rail project is into the . An architectural trade- can be accessed along short and barrier-free the new Stuttgart Main Station, which is rotated mark of the new station are 27 glass “light eyes” that distances from all points of the compass. Passengers through 90° to the present terminus and runs at a allow daylight down to the platform level and afford enter the station at ground level from Königstrasse, depth of about eleven metres. It comprises a total views of the Schlossgarten, the new Strassburger the Schlossgarten, the city railway station at Staats- of eight tracks at four central platforms, each of Platz and the Bonatzbau. Unlike other supersized galerie and from Kurt-Georg-Kiesinger-Platz, where which is 420 metres in length. glazed areas, the station hall with its size-optimised they arrive at the three distribution concourses, light eyes never gets too warm. The fresh air flowing which are located above and connect the four The existing station building, named “Bonatzbau” in through the adjacent tunnels and the insulating platforms. This enables convenient and fast after its architect , will be retained to- effect of the surrounding soil keep the temperature transfers over short distances. Seven escalators, gether with the tower and the large station hall as a comfortable all year round. The accessible station five stairways and three panoramic lifts lead to reception building and will be given a new platform roof also forms the new Strassburger Platz, which each platform. Each platform also has direct access hall. The future station will form a new complex in is located immediately adjacent to the Mittlerer to the suburban trains. This considerably shortens an interaction of historic and modern architecture. Schlossgarten and creates a direct link between walking distances compared to the terminus. the city centre and the new city districts. All of the main service facilities, such as the DB SYNTHESIS OF THE ARCHITECTURALLY VALU- travel centre and the DB information office, are ABLE AND THE ECOLOGICALLY PRACTICAL SHORT AND BARRIER-FREE DISTANCES located on the same level and can be accessed FOR FAST TRANSFERS without barriers from Schillerstrasse. The multi-award-winning station design of architect Christoph Ingenhoven sets new standards in form, Passengers will have a more convenient way to function and ecology and integrates the Bonatzbau reach their trains. The new Stuttgart Main Station Visit us on the internet: www.bsu.link/s21/stuttgart-main-station

14 15 URBAN DEVELOPMENT

THE OPPORTUNITY OF THE CENTURY: THE FRAMEWORK PLAN AS The development plan for the 16-hectare area came using the city’s reserve funds, there is no pressure 100 HECTARES OF SPACE IN THE CENTRE THE PLANNING BASIS into force back in 2003. The area continues to be to commercially exploit the area. owned by Deutsche Bahn. The plots are marketed Stuttgart has a unique opportunity to grow in The urban development plan is based on the by the property company DB Immobilien. Moskauer The new city district of Rosenstein will be created in its centre. As the train tracks will in future run Stuttgart 21 framework plan adopted by the city Strasse is the central axis and the only road open a central location surrounded by green spaces. The underground, around 100 hectares in the middle of Stuttgart in 1997, which is based on the design to traffic in the new city district; all other roads and aim is to work with citizens to develop ideas for how of Stuttgart city centre will become available for of Trojan, Trojan + Neu in . This was squares are pedestrian zones. A big advantage of to design the new city district and in doing so to development – an area the size of 140 football preceded by an international urban development the Europaviertel are the short distances in a central create a modern city culture. The new city district of fields. Twenty hectares of this will be turned into competition, in which renowned offices participa- location. The main station, Königstrasse and the Rosenstein is of special interest for the residents of parkland. This will noticeably improve the climate ted, as well as an intensive public discussion process, green areas of the Schlossgarten are all within a Stuttgart due to its location in the heart of the city in the city centre. In the middle of the city centre, in which Stuttgart’s citizens, city planners, politicians 500-metre radius. A new cultural centre has been by the park and for its connection to the transport urban development opportunities exist for exem- and associations were involved. The framework plan created in the Europaviertel with the construction network. It enables optimal connections between plary, ecological and energy-efficient living. The highlights possible distributions and focal points of of the City Library on Mailänder Platz. home and work and offers intelligent networking north of Stuttgart will move closer to the Schloss- use in the new city districts. of the transport modes of car, public transport garten and the east of Stuttgart. In the new areas of CITIZEN INVOLVEMENT FOR A FAMILY-FRIENDLY and bicycle. As the state capital, Stuttgart wants to the city, interconnected spaces and short distances PULSATING URBAN LIFE IN THE CITY DISTRICT IN ROSENSTEIN develop an extensively car-free city district with an will create a pleasant environment in which to live CENTRALLY LOCATED EUROPAVIERTEL exemplary character for ecological construction. and work. The present bisection of the city by the In 2001, the city of Stuttgart purchased most of Centrally located in the heart of the city, it will be existing railway infrastructure will be swept aside Up until the 1980s, today’s Europaviertel was home the plots from Deutsche Bahn in order to be able to ideally connected to the public transport network by Stuttgart 21. The quality of life in the existing dis- to the central goods station and marshalling yard develop the eco-friendly city district of Rosenstein with its new suburban and underground train links. tricts will improve. Two new districts will be created that supplied Stuttgart city centre. Following the independent of investor interests and with the invol- A cycle network will criss-cross the residential areas. in the centre of the city: the Europaviertel and the relocation of goods trains to , the de- vement of citizens. As the plots were purchased city district of Rosenstein. funct tracks were removed in 1998. The city district being created on the site is an extension of Stuttgart city centre. Visit us on the internet: Stadtquartier Rosenstein www.bsu.link/s21/urban-planning

Europaviertel 16 17 WORK AND PARTNERS AND BUSINESS FINANCING

THE STUTTGART–ULM RAIL PROJECT a real alternative. The positive effects of the new HIGHER TAX REVENUES DEUTSCHE BAHN SETS UP PROJECT COMPANY REQUIRES INVESTMENTS railway infrastructure will extend into large parts of FOR CITY AND STATE FOR PLANNING AND IMPLEMENTATION Baden-Württemberg. Considerable value creation The Stuttgart–Ulm rail project is an economic effects are expected across the state, with many Investments, new residents and new jobs will The client of the Stuttgart–Ulm rail project is programme for the Greater Stuttgart region and regions set to benefit to a high degree from being translate into much higher revenues from sales tax, Deutsche Bahn AG (DB). On 1 September 2013, beyond. The improved railway infrastructure closer to the Stuttgart economic area. income tax, business tax, property tax and property DB AG founded an independent project company requires investment decisions in the region and transfer tax for the state of Baden-Württemberg and whose core tasks are the planning and technical provides corresponding value creation effects. The THOUSANDS OF NEW JOBS WILL BE the city of Stuttgart over the long term. The city of implementation of the Stuttgart–Ulm rail project: project will create thousands of new jobs. In the CREATED IN THE LONG TERM Stuttgart will collect more taxes in the long term DB Projekt Stuttgart–Ulm GmbH. This company long term, the city of Stuttgart can expect higher than it will spend on financing its portion of the rail is also responsible for project, contract and risk tax revenues to flow in from the newly created Expert reports forecast that the Stuttgart–Ulm project. The improvements made to the business management as well as for controlling in close residential and commercial areas. The construction rail project will have a significantly positive effect location will create further jobs and lead to higher collaboration with the partners of DB, the project phase alone is triggering considerable investments. on employment. The construction phase alone tax revenues. partners of the financing agreement and with will generate around 5,000 new temporary full- the appointed construction companies and SHORTER TRAVEL TIMES DELIVER A BETTER time positions. The large number of appointed engineering firms. BALANCE BETWEEN WORKING AND LIVING construction firms and their subcontractors are triggering the creation of additional jobs with Visit us on the internet: The other project partners and additional project The considerable reduction in travel times is their demand for materials and services. There www.bsu.link/economy cost carriers are the Federal Republic of Germany, bringing the economic regions of Stuttgart, Ulm, will also be lasting employment effects that the state of Baden-Württemberg, the state capital Augsburg and Munich closer together, creating new extend well beyond the construction phase. Stuttgart and Verband Region Stuttgart. The project possibilities for people to move into and work in the The improved transport connections will result is also funded by the , and Flug- region. On the Stuttgart–Ulm route, shorter travel in new investments and 8,000 to 9,500 new full- hafen Stuttgart GmbH is also making a financial times mean a convenient connection between the time jobs in Baden-Württemberg. An additional contribution to the project. two cities with the character of a suburban train link. 2,600 jobs are expected in the new Stuttgart city Living in one and working in the other will become districts.

Visit us on the internet: 18 19 www.bsu.link/partner/ ECOLOGY

FOR A BETTER CLIMATE: MINERAL WATER: PROTECTING the city centre will also prevent any further spread TAKING THE STRAIN OFF THE ROADS THE SPRINGS HAS TOP PRIORITY of development into Stuttgart’s peripheral districts. As a direct consequence of Stuttgart 21, 62 hectares Studies have revealed that the rail project will Stuttgart’s mineral springs enjoy special legal of development land on greenfield sites have been shift millions of passenger trips from road to rail protection. For the construction of the new removed from the Stuttgart zoning plan. each year. The additional capacities created by Stuttgart Main Station, specialists are installing the Stuttgart–Ulm rail project will also benefit an extensive groundwater management system NOISE REDUCTION: TUNNELS AS goods traffic because in future it will be possible in the vicinity of the Mittlerer Schlossgarten that NATURAL SILENCERS to transport more goods by rail on the existing is designed to regulate the groundwater level track through the Filstal valley instead of by road. during each stage of construction. To create a dry In future, residents of the Stuttgart basin – the excavation pit, the groundwater and rain are first large natural depression in which the city sits – PROTECTING RESOURCES: removed and then cleaned and returned to the will hear almost no more noise from passing trains. LESS NEED FOR SPACE AND ENERGY surrounding soil. This method also keeps pressure This is because the layers of soil above the newly conditions in the soil constant to prevent any rising built railway tunnels function as a natural silencer. To minimise the impact on the landscape, large and associated contamination of the mineral water. However, the weight of even the quietest trains can parts of the new Wendlingen–Ulm section will Direct effects of the construction activities on the send vibrations through the surrounding area. For run parallel to the A8 autobahn. water sources have been ruled out: the floor slab of this reason, the platform structures on sections of the new main station is around 40 metres above the track susceptible to vibration will be equipped with The new Stuttgart Main Station also preserves geological layers that carry the mineral water. the so-called mass-spring system or similar tech- resources: the air that flows in from the adjacent nologies that reduce the vibrations caused by train tunnels keeps the temperature in the platform hall PARK EXTENSION: MORE GREEN SPACES movements to the lowest levels possible. at a comfortable level all year round, avoiding the IN THE HEART OF STUTTGART need for any kind of artificial heating. Scarcely any artificial light is required during the daytime either, The rail project is creating splendid new green as the light eyes in the roof deliver sufficient day- spaces in the heart of Stuttgart. The approximately Visit us on the internet: light to the interior of the platform hall. 60 hectares of net construction land available in www.bsu.link/environment

20 21 CONSTRUCTION METHODS AND LOGISTICS

TUNNELLING METHOD: GEOLOGY first excavating rock and stone out of the hill distance, the machine is stopped and the cavity facilities, where it is stored or processed according AS THE CRITICAL FACTOR metre by metre. Immediately after excavating, behind it lined with prefabricated parts called tub- to its load class. the cavity created is secured using prefabricated bings. Once any gaps between the hill and tubbings Tunnelling methods are primarily based on the arched tunnel sections and steel mats and by have been filled, the tunnel shell construction is In total, Stuttgart 21 and the new Wendlingen– geological conditions, soil conditions and infills. applying sprayed concrete. This produces an finished in this area. To drive the next section, the Ulm section will each produce spoil amounting A tunnel can be constructed using either the cut- initial provisional tube, mostly with a semi-circular tunnel boring machine braces itself against the to around 20 million tonnes. On the new section and-cover or the boring method. profile (calotte) to begin with. Next, a complete tubbings with hydraulic presses. of track, this spoil will be disposed of by the con- circular profile is created by excavating the lower struction companies. The cut-and-cover method involves building the half (bench/base) of the future tunnel tube, which LOGISTICS CONCEPT: DEDICATED ROADS tunnel in an open trench. This approach is used will subsequently carry the foundation and rail bed. FOR TRANSPORTING AWAY THE SPOIL when a tunnel lies just beneath the surface, such as the Widderstall tunnel near Merklingen. The tunnel wall is sealed with plastic membranes To ensure that construction proceeds as optimal- in order to give it permanent protection against ly and cost-efficiently as possible in the centre of The tunnel boring method involves cutting the groundwater and water in the hillside. In the final Stuttgart and to minimise dirt and noise emissions tunnel inside the hill without having to excavate step of the shell construction phase, a formwork as well as traffic disruption, a tailored construction a trench. Almost all of the tunnels in this rail pro- carriage passes through the tunnel and the inner logistics concept has been developed. The soil ject make use of the tunnel boring method. Two lining is concreted. excavated from the tunnels and the construction common methods are used: the sprayed concrete site of the new main station is transported by method and the use of a tunnel boring machine. lorry along the construction road system to the TUNNEL BORING: THE TUNNEL central logistics area at Nordbahnhof, where it SPRAYED CONCRETE METHOD: GROWS RING BY RING is deposited. Transporting materials along these REMOVING, LOADING, CONCRETING internal logistics roads avoids placing any additio- The rotating cutting wheel of the tunnel boring nal burden on the extremely busy roads in the city The sprayed concrete method involves the tunnel machine loosens the rock, which is transported centre. At Nordbahnhof, the material is loaded onto builders creating the cavity for the future tunnel by away through the machine. Having driven a set trains and transported by rail to the disposal

22 23 As at: August 2018 Peter Wels (pp. 12–13) PfistererReiner (pp. 13,18–19) Arnim (pp. Kilgus 17,19,22–23) e.V.Bahnprojekt Stuttgart–Ulm (pp. page) 7,8,fold-out Aldinger & Wolf (pp. 3,16–17,20–21) plan bAgentur (pp. 2–3,4–5,6–7,8–9,10–11,14–15,21) archaeological heritagemanagement Baden-Württemberg (cover), (cover), GmbH Stuttgart-Marketing (front Banaszak AGDeutsche Bahn cover /Bartlomiej andbackcover), credits:Image www.bahnprojekt-stuttgart-ulm.de/en Germany70174 Stuttgart, Jägerstraße 2 e.V.Bahnprojekt Stuttgart–Ulm Publisher:

BEENKER & KOLLEGEN