The following section contains, data, facts and figures about Stuttgart-Ulm rail project:
Line • Total line length: 57 km• of which high-speed line: 29.9 km• of which tunnels and cuttings: 33 km• Number of tunnels and cuttings: 16• Number of bridges: 18• Number of stations: 3• Stabling sidings: 1• Construction time: approx. nine years• Speed: max. 250 km/h Stations• Stuttgart Main Station with eight tracks • Filderbahnhof Flughafen with 2 station sections • Mittnachtstrasse S-Bahn station in Stuttgart• Untertürkheim stabling sidings
Construction begins: 2009 / 2010Planned inauguration: 2019
Line • Total line length: 59.6 km• of which tunnels: 30.4 km• Maximum speed: 250 km/h• Tunnels (>500 m): 5• Railway overpasses: 17• Road bridges: 20• Construction time: approx. eight years Stations• Conversion of Ulm railway station including admission and through-routing of the new-build line
Construction begins: 2010 / 2011Planned inauguration: 2019
Project segment Stuttgart 21The EUR 4,088 billion required for the Stuttgart 21 project break down as follows:
Project segment Wendlingen – Ulm new-build line The costs of the ICE line between Wendlingen and Ulm amount to EUR 2 billion. The Federal government will assume a share of EUR 1.05 billion, inclusive of the funds provided by the EU. EUR 950 million will be provided by the Federal Land of Baden-Württemberg.
Stuttgart – Ulm Rail ProjectStuttgart 21 and Wendlingen – Ulm new-build line2 April 2009 Conclusion of all financing agreements.25 July 2007 The parliament of the Federal Land of Baden-Württemberg approves the Memorandum of Understanding. Planning approval procedures continue, design planning begins. Contract negotiations.19 July 2007 Memorandum of Understanding between Federal government, Deutsche Bahn, Baden-Württemberg Land government, Stuttgart city council and Verband Region Stuttgart (association of the Greater Stuttgart Region).12 October 2006Policy resolution of the Land government approving the Stuttgart – Ulm new-build railway line and the Stuttgart 21 project.July 2001 The Land, city and regional authorities sign an agreement with Deutsche Bahn on future cooperation to implement the Stuttgart 21 and Wendlingen – Ulm new-build railway line projects. Negotiations about the profitability of these projects with Deutsche Bahn.February 2001 The Federal government endorses the preliminary financing offer proposed by the Land government and states its willingness to contribute to financing as from 2011.15 July 1999 The Land parliament urges the Land government to continue to lobby the Federal government and Deutsche Bahn for implementation of the projects Stuttgart 21 and the new Stuttgart – Ulm railway line.1998/1999 Planning slows down owing to renewed negotiations following changes to the framework transport and financial conditions.7 November 1995 Framework agreement. The Land, city and regional authorities reach an agreement with Deutsche Bahn and the Federal government on simultaneous implementation of the Stuttgart 21 and the Wendlingen – Ulm new-build line projects.18 April 1994 Presentation of a joint concept for Stuttgart 21 by Deutsche Bahn, Federal government, Land and city authorities including commissioning of a feasibility study on restructuring the Stuttgart rail node as a new underground through station to handle all traffic on the location of Stuttgart Main Station the existing central railway station.November 1993 Upgrading the Stuttgart – Ulm – Augsburg line is included in the Federal Railway Infrastructure Development Act.December 1992 The Deutsche Bahn Management Board adopts a policy resolution, selecting the H-shaped line layout running parallel to the motorway, but instead of a mainline railway tunnel underneath Stuttgart Main Station, to route the line from Stuttgart to Bad Cannstatt to Mettingen and then on to Neuhausen in a tunnel. The construction of a new mainline station as a through station on the outskirts of Rosenstein park is also considered.October 1992 The Federal government commissions the evaluation of various options for the Stuttgart – Ulm – Augsburg new-build line; Variant 2 (Heimerl) has the best cost-benefit ratio.September 1992 The Cabinet of the Land government officially approves the H-line layout with full integration of Stuttgart Main Station as a through station in the high-speed network.October 1991 Deutsche Bahn publishes its evaluation of the Heimerl and K line layouts as the different options for the Stuttgart – Ulm section.1990 Deutsche Bahn states its preference for the Heimerl variant.1988 Heimerl line layout (Professor Heimerl, Stuttgart University). Continuous new-build line from Stuttgart to Ulm alongside the motorway, running beneath Stuttgart Main; this separates fast long-distance traffic from freight and regional traffic. The K (Krittian) line layout was subsequently examined as an alternative; this layout runs beneath Stuttgart Main Station, continues as a tunnelled line to Plochingen, and then as an upgraded line through the Fils Valley.1986 Investigation of various line layout options.1985 The upgraded and new-build Plochingen - Günzburg line, as continuation of the Mannheim - Stuttgart new-build line, is included in the 1985 Federal Transport Infrastructure Plan as a priority project.
The two project segments Stuttgart 21 and Wendlingen-Ulm new-build line.
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