The Güster Weg/Weitenhäger Landweg is the only direct connection between the districts of Weitenhagen, the municipality of Weitenhagen and the OT Guest in the former municipality of Diedrichshagen to the municipality and has a length of approx. 2,800 m. The unpaved district link road starts at the five-time junction (KP) to the Schwedenschanze (VG 9)/ Greifswalder Landweg/Hauptstraße/Güster Weg/Behrenhöfer Weg in the local location Weitenhagen and leads westwards via the confined level crossing (BÜ 202.9) to KP Weitenhäger Landweg/access nursery/settlement/estate/farm trail in OT Guest. At the same time, the inner-town municipal road estate is also to be extended to KP Gutshof/Settlement/VG10 over a length of approx. 500 m, so the total extension length is about 3,300 m. Existing protected goods should be affected as little as possible. In return, the line management must be possible under ownership, technically and professionally. Production costs and follow-up costs should definitely be taken into account for the construction load developer when choosing the route and the expansion variant. The route is defined by the stock of the Güster Weg/Weitenhäger Landweg /Estate. The subject of the order is planning services consisting of level 1 approval planning and stage 2 execution (optional). The contracting agent is commissioned in stages. There is no entitlement to the assignment of the second stage.
Route redesign There are various supply and disposal lines in the overplanned areas. These must be recorded in service phases 1 — 4, overplanned, coordinated with the management carriers and presented in a coordinated management plan. By halting the existing terrain, there is no reduction in overlapping. During construction, appropriate measures must be taken to protect the supply lines. It is also possible for pipe carriers to restructure their lines during construction.
Public transport on the Güster Wege /Weitenhäger Landweg /Estate route does not necessarily have to be maintained during construction. Sufficient paths and areas are available in the planning area to manage traffic via temporary detours around the construction site. The division into construction phases thus also ensures the management of the areas in the planning area. Due to their local connections, the partial phases of traffic management have to be coordinated with the residents during construction.
The cross-sectional formation takes into account the existing path widths and the adjacent rows of trees or forest areas. The expansion will take place in accordance with the currently valid regulations and guidelines.
The roadways are manufactured within the road surfaces or on pre-loaded areas. At the junctions, the road branches involved have to be adapted to the newly built road surface. While a single-track expansion with appropriate alternate points is sufficient in the 2nd and 3rd section, when expanding the 1st and 4th sections, care must be taken to determine which case of encounter should be used, as in addition to car traffic, frequent traffic by delivery and disposal vehicles (in the future, possibly also school bus transport) take place. The areas of road and road junctions have to be adapted as part of the expansion. The comparison of variants, preliminary coordination with authorities as well as others involved in planning and an economic performance audit will provide information on which expansion cross-section represents a sensible compromise between economic efficiency and intervention in nature and the environment. This analysis is essential and is part of the basic services of the service phase 2 of the object planning of transport facilities and special services.
Surface drainage is carried out over the longitudinal and transverse gradient across the banquet and green stripes in existing road-accompanying ditches, hollows, and adjacent areas. If this is not possible in the area of the Gemeindestraße estate (section 4), the resulting rainwater must be diverted into a preflood or rigole via a onboard system, road drains and a RW channel. The required infiltration parameters must be determined here in the ground investigations.
Engineering structures are not known at this time.
Protective and guiding devices as well as the required road markings and signage along the planned traffic facilities are manufactured in accordance with the relevant regulations and guidelines as well as in accordance with the current state of the art.
The planned construction project will result in interventions in nature and landscape. As a prevention measure, the use of pre-polluted areas is already favored during planning. The existing limitations of transport facilities are stopped during planning in order to minimise interference in nature and the environment as much as possible. The unavoidable interventions are recorded and evaluated in an intervention accounting. They are balanced in accordance with the Nature Conservation and Landscape Conservation Act (Federal Nature Conservation Act - BNatSchG) and the law of the State of Mecklenburg-Vorpommern for the implementation of the Federal Nature Conservation Act (Nature Conservation Implementation Act - NatSchAG M-V). The balance should be complete and preferably in the area of engagement. The intervention and compensation balancing is carried out as part of a landscape-conservation accompanying plan.
DB Netz AG's BÜ 202.9 is at the transition from section 2 to section 3. The route section is managed by DB Netz AG under the route designation 6081 Groß Kiesow-Schönwalde and is classified as TEN-T under the TEN classification.
The expansion of the transport system should be carried out in agreement with the providers of public concerns in order to avoid a time-consuming and costly planning approval or planning approval process.
The cost of the construction project is the municipality of Weitenhagen. Subsidies are to be collected for the expansion of the district link road. The planning office is commissioned in stages. There is no entitlement to the assignment of the second stage.