Munich Südring
| Munich Südring | |
|---|---|
 Course of the Südring in Munich
| |
| Route number (DB) : | 5510 (München Hbf – München Ost) 5521 (Laim Rbf – Abzw Friedenheimer Brücke) 5522 (Laim Rbf – Pasing) 5531 (Laim Rbf – München Süd) |
| Course book section (DB) : | 940, 950, 951 |
| Route length: | 9.8 km (route 5510) 4.6 km (route 5521) 3.6 km (route 5522) 5.2 km (route 5531) a total of 23.2 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : | 15 kV 16.7 Hz ~ |
| Maximum slope : | <20 ‰ |
| Minimum radius : | 238 m |
| Top speed: | 160 km / h |
| Dual track : | Continuously |
The Münchner Südring is the common name for a railway line that runs through the southern districts of the Bavarian capital, Munich , close to the center . It connects the Munich East train station with Munich Central Station and the Laim marshalling yard. From an operational point of view, most of it belongs to the Munich – Rosenheim railway line (VzG line 5510).
In freight traffic, the Südring is used as a direct connection between Laim and Munich East to bypass Munich Central Station. In passenger traffic, it is used by practically all trains that leave the main station in the direction of Rosenheim or Mühldorf . Only the Munich S-Bahn runs between the main train station and Munich East on its own route, the main S-Bahn line , which acts as a tunnel under the city center.
Since the main S-Bahn line is overloaded, it has long been discussed whether a further inner-city tunnel should be built as a second main line or whether the Südring should be upgraded for S-Bahn traffic. The construction of the second trunk line began in April 2017. An expansion of the south ring is still under discussion in connection with a ring railway .
Route
Since the Südring is not an independent route, this term is interpreted differently. What all definitions have in common is that they contain a rail link via the Munich South freight station .
Starting at the Ostbahnhof, the Südring runs for about three kilometers in a south-westerly direction, and then after a curve in a north-westerly direction, it heads towards the Braunau railway bridge. After crossing the Isar , you will reach the Munich Süd train station.
To the south of this station there are connections to the wholesale market hall and the southern heating power station as well as a large number of sidings from the station.
The line to the Laimer marshalling yard branches off at Munich Süd station . This runs to Heimeranplatz parallel to the route to Munich Central Station . In a 330 meter long tunnel between Radlkoferstrasse and Ganghoferstrasse, the former exhibition center is crossed under four tracks. Both routes pass under the S-Bahn from Solln coming from the south .
Then the Heimeranplatz station is passed by S-Bahn trains. To the north of Heimeranplatz, the Südring is divided into a branch to the main train station, a branch to the Laimer marshalling yard and a branch to the Pasing station ( Sendlinger Spange ).
Freight transport
Freight traffic usually travels on the Südring via the tunnel from the Laim marshalling yard to Heimeranplatz. The Südring is usually used by trains going to Mühldorf and the Riem transshipment station, as this route is not connected to the Nordring . Sometimes trains also run in the direction of Rosenheim via the Südring. However, they usually use the north ring.
passenger traffic
Train
The S20 line of the Munich S-Bahn runs from Pasing to Höllriegelskreuth on the Sendlinger Spange during rush hour .
The Südring is sometimes used as a diversion route when the main S-Bahn line is closed. With the trunk line closures since 2012, the S8, for example, will be diverted via the Südring, with the line from Pasing to the Ostbahnhof being passed through without stopping.
Regional traffic
Since the closure of the Munich South passenger station in 1985, no regional trains have stopped on the route. The Bavarian Railway Company is currently investigating the construction of a new Poccistraße station with a connection to the underground station of the same name . This is to have a central platform and trains to and from Mühldorf and Rosenheim will serve it. A traffic benefit analysis on this was positive. Financing for the new building is still pending. The cost of the new building, which also includes the renovation of the underground station, is estimated at 40 million euros.
S-Bahn-Ring from Südring and Nordring
According to a concept study commissioned by Michael Piazolo, Member of the Munich State Parliament , the Südring would be part of a closed S-Bahn ring. This S-Bahn ring ran from the Olympiastadion S-Bahn station, which was closed in 1988, via a fully developed north ring to Johanneskirchen. From Johanneskirchen this ring line would follow the course of the S8 to the Ostbahnhof and from there on on the Südring to Heimeranplatz. The closure of the ring from Heimeranplatz to Nordring would mostly run underground to the Nordring and would be part of an airport connection for long-distance traffic. According to this study, transfer options to today's rail passenger transport are provided at all stations. With a 10-minute cycle in the S-Bahn traffic, the Ringbahn would have a transport capacity similar to the Middle Ring and would make a significant contribution to its relief. According to Bavaria's Transport Minister Joachim Herrmann , an expansion of the north and south ring is conceivable in addition to the second trunk line. In March 2017, the CSU parliamentary group in Munich's city council requested that the concept for a circular railway be examined and that the required areas be kept free.
Alternative to the second S-Bahn trunk line tunnel
Since the S-Bahn trunk line tunnel from the main train station to the Ostbahnhof is reaching its capacity limits, it was investigated whether the Südring could be expanded into a second S-Bahn trunk line . In several comparative studies, however, preference was given to a tunnel north of the current trunk line. Nevertheless, citizens' initiatives and critics continue to call for an expansion of the south ring instead of a tunnel.
Official variant investigation
As early as 1991, the state capital of Munich decided to work with MVV and DB to begin planning the construction of a S-Bahn southern bypass based on the Hamburg model. Dorsch Consult carried out technical structural planning on behalf of the city in 1995/1996 . This came to the conclusion that a 9.1-kilometer double-track S-Bahn line, which runs from Heimeranplatz north of the existing tracks of the Südring, could be built for the S-Bahn. Stops are planned at Friedenheimer Brücke ( Hirschgarten ), Heimeranplatz, Poccistraße and Columbusplatz . In Laim and at the Ostbahnhof, an additional track and corresponding bridges would have been necessary. The costs (excluding land purchase and compensation payments) were then estimated at 785 million DM (402 million euros). The operating program was twelve S-Bahn trains (S1-S6, with correspondence stop in Laim) per hour, i.e. every 5 minutes. In the event of incidents on the existing trunk line, up to 18 trains / h could have run. All S-Bahn lines (after the expansion of the external routes) could then have successively been given a 10-minute cycle, whereby 30 trains would have remained in the old tunnel and twelve would have been routed via the southern bypass. From Pasing to Laim (S3, S4, S5, S6) it would be 24 trains / h every 2.5 minutes, from Laim to Donnersbergerbrücke (with S1 and S2) also 24 trains / h and from then on with the S7 altogether 30 trains / h to the Ostbahnhof.
In a comparative study by DE Consult and Obermeyer 2001, the alternative tunnel planning was rated as the better variant and the planning for the southern bypass was not continued.
In a comparative report commissioned by the Bavarian Ministry of Transport in 2009 from the IG Südring consisting of Schüßler-Plan and Lahmeyer, an express system was also examined for the Südring variant, but it was also not given a sufficient benefit-cost factor. Vieregg-Rössler's cost estimates were rejected. The costs for the pure expansion of the southern ring were estimated at 638 million euros. 192 million euros above the consultancy's estimates. Other relevant measures such as the construction of construction roads, cable works or the acquisition of compensatory measures were estimated at a further 337 million euros. In addition to planning costs of 181 million euros, the report assumes total costs of 1.156 billion euros. With a planning and approval period of six years and a construction period of eight years, the earliest possible completion is expected in 2023. The benefit-cost factor was put at 0.80 for a 15/30 minute cycle system and 0.64 for a 10/20 minute cycle system. However, in contrast to the proposed southern ring plan, the report assumed only very minor expansion of the external routes, so that only little additional traffic would be achieved. It was also criticized that an expansion of the southern ring could impair the FFH area Upper Isar Valley with the protected species of sand lizard and woodlark living there . In addition, there would be constant nighttime noise levels of 59 dB (A) near the railway line.
Proposal for partial expansion of the Südring
The traffic planners Baumgartner, Kantke and Black submitted a 2007 train concept, which had the partial expansion of the Südring to content. This should not be expanded to consist of four tracks, but the existing four tracks (Laim - Munich South ) or two tracks (Munich South - Ostbahnhof) should be used and connected by bridges at no height. Stops on this route are to be built at Heimeranplatz, Poccistraße and Columbusplatz.
According to the authors of this study, this is enough to travel along with twelve other pairs of trains with two S-Bahn lines over the Südring every 20 minutes, so that there is a 10-minute cycle. The interlinked occupancy rate on this mixed traffic route would increase from 60% today to 85%.
They also state that 33 trains per hour could run on the old main line and that all Munich S-Bahn lines can therefore be run every 10 minutes. The S7 is seen as a bundle with the S27, which forms a common 10-minute cycle.
Proposal for full expansion using the railway's own land
In the course of the planning approval for the second S-Bahn tunnel in 2006, citizens' initiatives and the Greens brought various variants of the Südring planning back into play as a more cost-effective alternative. For the four- track variant with the stations Heimeranplatz, Poccistraße, and Columbusplatz, a cost estimate was submitted by the Vieregg-Rössler consultancy . The expansion was estimated at 393 million euros. Savings were achieved primarily through the use of land owned by the railway.
The citizens' initiative S-Bahn-Tunnel Haidhausen commissioned the engineering office Ernst Basler + Partner to compare the two reports. In this, the authors point out different bases for the calculation. Vieregg-Rössler did not commit to any specific operating program. According to their own information, however, their submitted variants, both the reduced offer of six additional S-Bahn trains, as proposed by Baumgartner, Kantke and Schwarz in 2007, as well as the extended operating program of the second, including the expanded twelve additional S-Bahn trains Main route tunnels are sufficient. IG Südring analyzed the Südring variant in more detail. Due to the extended offer, two separate S-Bahn tracks were planned here. The consulting office calculated costs on this basis using flat-rate kilometer prices for comparable projects, while the engineering offices used a standard price catalog based on their structural planning. The range of fluctuation of the cost estimate with kilometer prices is given as +/- 50%, which corresponds to a cost framework of 200 to 600 million euros. When determining the unit price catalog, it is criticized that individual items are apparently valued too high and it was not clear whether structural optimization potentials were exhausted. In addition, the authors question the extent to which necessary costs for the renovation of the southern ring can be added to the expansion. The authors therefore estimate the benefit-cost factor of the Südring expansion to be over 1.0. Due to the clearly different views on the necessary offer, they advocate a concrete determination of the need on the basis of which the need for two independent S-Bahn tracks is to be assessed.
Proponents of this variant criticized the sale of land by Deutsche Bahn in Untergiesing in mid-March 2014. The areas directly adjacent to the railway line would be necessary for a four-track expansion of the southern ring between Isar and Ostbahnhof. Therefore, the proponents of an expansion of the Südring are calling for the state capital to dedicate this area as a railway line in order to prevent development.
Web links
credentials
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ↑ Information and pictures about the tunnels on route 5510 on eisenbahn-tunnelportale.de by Lothar Brill
- ↑ Bavarian Railway Company: “Infrastructure planning for the railway nodes in Munich” , August 20, 2013, accessed on September 24, 2013
- ^ Süddeutsche.de: "Zeil wants train station on Poccistraße" , July 23, 2013, accessed on September 24, 2013
- ↑ Münchner Ringbahn: www.ringbahn.de , accessed on March 21, 2017.
- ^ Süddeutsche Zeitung: Free voters demand S-Bahn-Ring , from sueddeutsche.de on October 12, 2016, accessed on March 21, 2017.
- ↑ Bayerischer Rundfunk: A Ringbahn for Munich , from BR24 from October 11, 2016, accessed on March 21, 2017.
- ↑ Süddeutsche Zeitung: Nord- and Südring remain a topic , from sueddeutsche.de on October 12, 2016, accessed on March 22, 2017.
- ↑ City Hall Information System (RIS) of the City of Munich: www.ris-muenchen.de , from March 22, 2017, accessed on March 22, 2017.
- ^ Setting the course for the S-Bahn-Südring ( memento of October 22, 2009 in the Internet Archive ), SZ of March 9, 2001.
- ↑ Green light for the second main line , muenchenblogger.de, March 25, 2010
- ↑ State Parliament decides on construction , Süddeutsche Zeitung , April 15, 2010
- ↑ Citizens' initiative against a second trunk line tunnel
- ↑ Article by Sabrina Ebitsch ( Memento from September 4, 2012 in the web archive archive.today ), mofair e. V., December 8, 2008.
- ↑ Without a source
- ↑ a b c d Bavarian State Ministry for Economic Affairs, Infrastructure, Transport and Technology: Comparative study of the 2nd S-Bahn tunnel / Südring (PDF; 3.7 MiB)
- ↑ Stadtkreation.de: Future investments instead of building sins: A reliable S-Bahn network for Munich (PDF; 178 KiB), status 2/2007, accessed on April 1, 2013
- ↑ Stefan Baumgartner: "Plan approval procedure for the 2nd S-Bahn main line Munich - Analysis of the plans" (PDF; 946 KiB), as of January 26, 2006, accessed on April 6, 2013
- ↑ Stefan Baumgartner, Thomas Kantke, Dietz Ulrich Schwarz: Partial installation Suedring Munich. Retrieved November 24, 2009 .
- ^ Vieregg-Rössler GmbH: Expansion of the southern ring road. Retrieved November 24, 2009 .
- ↑ Burns, F .; Kapp, M .: Südring expansion of the Munich S-Bahn: Comparative study of the variants Vieregg-Rössler GmbH and IG Südring (PDF; 92 kB), April 12, 2010, accessed on March 23, 2013
- ↑ tz.de: "In Giesing the trees give way to concrete" , March 10, 2014, accessed on April 4, 2014
- ↑ tz.de: "Property sales: Südring dead for S-Bahn?" , March 14, 2014, accessed on April 4, 2014