Hamburg light rail
| Basic data | |
| city | Hamburg |
|---|---|
| Transport network | HVV |
| opening | Project discontinued |
| Lines | in the final stage 4 |
| Route length | in the final stage approx. 50 km |
| Stations | in the final stage approx. 85 |
| use | |
| Shortest cycle | 5 min. |
| operator | HHA |
| Gauge | Standard gauge (1435 mm) |
| Power system | 750 V = overhead line |
The light rail Hamburg was already in the planning approval befindliches project of public transport in Hamburg . Initially, the construction of a route with a supplementary function to the existing S-Bahn and U-Bahn network of the Hanseatic city was planned. Starting from the first line, the light rail network should be continuously expanded and, in particular, open up those parts of the city that were previously not or only insufficiently served by rail-bound public transport. The opening of the first route was planned for the end of 2014, the entire network should be implemented in its currently planned scope by the mid-2020s.
The operator should be the municipal Hamburger Hochbahn AG , which also operated the Hamburg tram until its closure in 1978 and currently operates the Hamburg subway and large parts of the bus network.
At the beginning of December 2010, the mayor Christoph Ahlhaus officially stopped the planning and thus ended the project to introduce a tram in Hamburg. After the subsequent mayor elections in 2011 , the new First Mayor Olaf Scholz declared that the project would not be restarted, but that bus traffic and the underground and suburban railway network should be expanded instead.
system
The term light rail is used by various transport companies for a large number of rail-bound transport systems, which sometimes differ significantly in their characteristics. According to its characteristics, the system planned for Hamburg is to be regarded as a modernized tram; According to the current state of planning, the system is to be completely laid out in the general street space. Tunnel sections , elevated sections and similar complex systems were expressly not planned. However, 80 to 90 percent of the system should be routed on a special railway body ; The light rail travels together with other types of transport - in particular motorized individual traffic (MIT) - in the street area, but on a route that is generally inaccessible to other types of transport. In this way, u. a. Achieved greater independence from impairments caused by other types of traffic, for example after accidents. This, together with the desired continuous accessibility, speaks for a modernization compared to more traditional tram concepts, u. a. also in comparison to the old Hamburg tram ( compare also Dresden light rail concept ).
network
The plans envisaged a total network of around 50 kilometers in length with a total of around 85 stops. The network was to consist of three radial lines (lines 1, 3 and 4) largely oriented towards the city center and a tangential line (line 2), which connects seven high-speed and railway lines and is also oriented radially towards the district center of Altona .
A large part of the planned routes were based on older plans for S-Bahn and U-Bahn routes that had not been implemented due to a lack of financial resources. The light rail network therefore not only fulfills additional functions for higher-quality means of transport, but should also partially replace them.
The mid-2020s was specified as the target period for the development of the overall network. The following lines were planned:
(The order in which they are named does not represent any prioritization on the part of the Senate or the Hochbahn. The information on line numbering is not binding.)
| line | Start finish | course | Remarks |
|---|---|---|---|
| 1 | Bramfeld Dorfplatz - main station | Bramfeld Dorfplatz - Steilshoop - U / S Barmbek - Uhlenhorst - St. Georg - Central Station | uses older planning for the subway line U4 to |
| 2 | Rahlstedt - Altona | Rahlstedt - U Farmsen - Steilshoop - S Rübenkamp - City Nord - U Kellinghusenstraße - Eppendorf - Hoheluft - Eimsbüttel - S Holstenstraße - Altona | combines the route of the Metrobus lines M20, M25 and M26 |
| 3 | Central station - U Niendorf Markt | Main station - U / S Jungfernstieg - U Gänsemarkt - Bf. Dammtor - University - U Hoheluftbrücke - Lokstedt - U Niendorf Markt | corresponds to the course of the Metrobus line M5, which is the busiest bus line in Europe with 60,000 passengers a day; picks up on older plans for an underground line and almost corresponds to the last line 2 in operation on the Hamburg tram, which was closed in 1978 |
| 4th | U Emilienstraße - Osdorfer Born | U Emilienstraße - S Diebsteich - Bahrenfeld - Lurup - Osdorfer Born | corresponds to the course of the Metrobus lines M2 and M3; picks up on older plans for an underground or suburban train route; the Diebsteich S-Bahn station is expected to be transformed into a new long-distance train station in the 2020s; a branch line to the sports arenas in the Altonaer Volkspark is taken into account |
First line
(Stations whose names are shown in bold provide options for turning a train.)
| line | Start finish | Stations (for the second phase with reservation) | length |
|---|---|---|---|
| 1 | Bramfeld Dorfplatz - U Kellinghusenstr. - Altona | Bramfeld Dorfplatz - Borchertring - Erich-Ziegel-Ring - Cesar-Klein-Ring - Fritz-Flinte-Ring - Eichenlohweg - Hebebrandstraße - S Rübenkamp - Überseering (Ost) - Jahnring - Ohlsdorfer Str. - Winterhuder Markt - U Kellinghusenstraße ( second phase: - District Office Hamburg-Nord - Breitenfelder Str. - Gärtnerstrasse - Kottwitzstrasse - Schulweg - Fruchtallee - Alsenplatz - S Holstenstrasse - Max-Brauer-Allee (middle)--gerichtstrasse - Altona station ) | 14 km |
Initially, the construction of a route from Bramfelder Dorfplatz via the large housing estate Steilshoop to Altona train station was planned . The route would have a total length of around 13.8 km and should have 24 stations, the travel time between the final stops would have been around 36 minutes. The route was to be set up in two stages, the first 7.7 km long section was to connect the Bramfeld village square with the Kellinghusenstraße underground station . According to the plans, the route should have thirteen stations and the journey time would be around 20 minutes. On November 23, 2010, the Senate commissioned the elevated railway to plan the approval for the second, approximately 6.1 km long construction section between U Kellinghusenstrasse and Altona .
This first line combines two lines that should be separated in the planned final expansion of the system; the eastern part of the route to Bramfeld was later to be tied through U / S Barmbek to the main station, the western part to Altona with the branch to Rahlstedt .
The third and fourth construction phases should each have a length of around 7 kilometers, with which the network would have reached a total length of around 28 kilometers. The planning for the third section could have started from 2013, the fourth from 2016.
Status of planning
The planning approval procedure for the first section of the route began at the end of October 2010. The plans were available to the public from November 1, 2010 and were also made available for inspection by Hochbahn on the Internet. If the procedure went well, a successful planning approval at the end of 2011 was expected. After the subsequent tendering of the construction works and the start of construction in early 2012, completion was expected by 2014.
On November 23, 2010, the Senate commissioned the elevated railway with the further preparation of the construction of the first section as well as the implementation of the approval planning for the second construction section and the in-depth network investigation for the selection of the third and fourth construction sections. On November 30, 2010, however, Hamburg's First Mayor Christoph Ahlhaus (CDU) ordered the planning for the Stadtbahn to be stopped immediately and thus withdrew the commissioning of the elevated railway that had been given a week earlier. Ahlhaus cited the project costs and concerns about the route issue as the reasons, although the first planned route is the route proposed by the CDU itself. It is speculated that the GAL's exit from the governing coalition was the reason for this decision. Irrespective of this, the current plan approval procedure was initially continued.
business
System and routing
The light rail would have been supplied with electricity via conventional overhead lines and would have been designed with standard gauge . According to the latest planning status, the system should be routed in the general road space , but up to 90 percent on a special railway body . The first section between Bramfeld Dorfplatz and Kellinghusenstraße should already have 88 percent of its own railway body, routing in the general road space was essentially limited to intersections and the section between the stations Ohlsdorfer Straße and Winterhuder Markt . To gain the required space, it would have been necessary to reorganize the existing roads and the roadside area. Overall, the adverse effects on other types of traffic and interventions in the green spaces adjacent to the road should be kept as low as possible, especially with regard to the acceptance of the system.
According to its own declaration, the elevated railway pursued a particularly ambitious claim in the design of the routes and in particular in their urban integration into the existing environment. The system should be integrated as harmoniously as possible into the existing building and ideally contribute to the upgrading of the urban space. In this context, the elevated railway planned u. a. the creation of turf tracks , which were particularly suitable due to the largely independent route. On the first section of the route, around 60 percent of the route should be implemented as grass track.
Priority switching at the traffic lights was planned for the route so that the trains only had to stop at the stops and the sections of the route between the stations could have been traveled without interruption.
Vehicle material
Due to the comparatively early stage of the project, it was not possible to provide detailed information on the model, performance and manufacturer of the rolling stock used. Low- floor , completely continuous bidirectional vehicles with a width of 2.65 m and a top speed of 70 km / h were planned. The vehicles should be procured in two lengths, a shorter 37 m long and a longer 46 m long type, which should, however, be compatible with each other. According to the tender, the vehicles should optionally be able to be used in double traction . The 37 m long vehicle was intended to be used on the first section; the limited length of the stops would not have allowed multiple units on this section.
The shorter variant would be comparable to the GT8N-1 cars used by the Bremen tram . As an advertising campaign for the Stadtbahn, a corresponding BSAG vehicle was exhibited on Jungfernstieg on June 20, 2010 as part of Car-Free Sunday (see illustration on the right). 14 vehicles were to be procured for the operation of the first section, so that a five-minute cycle could have been offered. Nine additional vehicles would be required for the second section.
The tendering for the vehicles was in the second stage in November 2010, in which the six manufacturers selected in the first round applied for the order.
According to the BSU, the citizens of Hamburg should be involved in the question of the visual design of the vehicles, for example for the vehicle head and color.
Stops
All stops on the first section of the route should have a uniform length of 42 m and, depending on the traffic requirements, have four-meter-wide central platforms or each around three-meter-wide side platforms , which, depending on the space and traffic conditions, at the edge of the road or in the middle of the carriageway should be created. Five stops should have central and six side platforms. The Ohlsdorfer Straße stop was to be the only one with two central platforms with two outside and one between the platforms, the Bramfeld Dorfplatz terminus with a central and a side platform. The individual stops would have been between a minimum of 400 and a maximum of 1000 m apart on the first construction phase.
Due to the low-floor design of the system, the platforms would have been only 25 cm high and could have been integrated into the street and cityscape much more cheaply than elevated platforms such as those used in conventional subways and high-floor light rail systems in other cities.
All stops should be fully accessible and equipped with dynamic passenger information systems.
Tact
The basic cycle on the first route should be ten minutes during the day and five minutes during rush hour . As with the Hamburger Schnellbahnen, continuous nighttime services every 20 minutes should be offered on the weekend nights and before public holidays.
Infrastructure
The establishment of the system requires the complete new construction of the infrastructure necessary for operation, after all operational buildings, routes and the majority of the overhead line masts have been dismantled or rededicated after the tram was shut down . The depot of the Stadtbahn was planned in the Gleisdreieck between the U- or S-Bahn route to Ohlsdorf northwest of the S-Bahn station Rübenkamp (City Nord) .
Costs and financing
costs
The then BSU and the elevated railway expected total costs of around 1 billion euros for the first four construction sections of the network with a total of around 28 kilometers of route. The cost framework mentioned included all costs associated with the project, in addition to the actual construction of the route, these included, in particular, the procurement of vehicles, planning costs and the general aesthetic and urban upgrading of the route environment.
The Hamburg budget would have accounted for around 394 million euros, which would have been spread over a period of around ten years. Converted to the budget volume, the average annual costs of 39.4 million euros would have been less than 0.35% of the budget (2009: ~ 11 billion euros). The remaining sum would have been distributed in different proportions to the elevated railway and the federal government (see following sections). The concrete calculations for the first section of the route formed the basis of the total cost forecast.
First construction phase
On June 29, 2010, the then BSU published the preliminary cost forecast for the first section between Bramfeld Dorfplatz and U Kellinghusenstraße . The costs were divided as follows:
- Planning: 18 million euros
- Production of the route:
- Construction costs (net): 152 million euros (~ 19.7 million euros / km)
- Implementation planning: 22 million euros
- Superordinate services: 17 million euros
- Reserve for unexpected additional costs: 15 million euros
- Land acquisition: 5 million euros
- Construction of the depot: 61 million euros
- Procurement of vehicles: 48 million euros
- Sum: 338 million euros
When calculating the costs, it must be taken into account that the depot would have been a one-time investment and its capacity would have been designed so that it would have been used for the entire network or for all vehicles. In addition, the infrastructure of the elevated railway needed a new depot anyway, i. H. if no courtyard was built for the light rail, a similar courtyard would have to be set up for the bus fleet. The costs of 61 million euros would therefore not be specifically attributable to the tram.
Current new construction projects for other tram systems confirm the budget specified by the BSU; The Dresden tram opened on November 29, 2008 an approximately 2.8 km long extension of tram line 7, the parameters of which essentially corresponded to those of the Hamburg system planned at the time. The cost of the project was 57 million euros, which corresponds to around 20.4 million euros per kilometer. A planned 4.7 km long extension of the Bremen tram line 1 to the large housing estate Tenever was expected to cost 86 million euros, which corresponds to around 18.3 million euros per kilometer.
Second construction phase
Based on the forecast of the first section, costs of 203 million euros were planned for the second construction phase. a. the cost of the nine additional vehicles required.
Third and fourth construction phases
The expected costs for the approximately 14 kilometers of the third and fourth construction phase amounted to 469 million euros.
financing
The forecast total costs of 338 million euros for the first section of the route should be divided as follows: The elevated railway would have borne the costs for the construction of the depot and the procurement of the vehicles (together 109 million euros). A further 98 million euros would be made available from federal funds through the Regionalization Act (26 million euros) and the Unbundling Act (72 million euros). Of the remaining 131 million euros, 74 million euros would in principle be eligible from federal funds through the Municipal Transport Financing Act (GVFG). After the funding from the Regionalization and Unbundling Act had already been secured, the applications for funding under the GVFG should have been submitted in March 2011, as soon as the elevated railway has sufficiently reliable planning documents. The standardized evaluation of the project by the Federal Ministry of Transport has already confirmed a positive cost-benefit ratio , i.e. the expected (monetized) benefit has exceeded the cost. The calculated factor is 1.18, which means that for every euro invested, there is economic benefit. Proof of a favorable relationship is one of the key requirements for federal funding for the project. If the funding had taken place as planned, a remaining amount of 57 million euros would have remained for Hamburg, which would have had to be raised over a period of around four years.
Public dialogue
Hochbahn and BSU entered into a dialogue with residents of the future tram route at an early stage of the planning process. The aim was, in particular, to inform the residents about the future system and to convince them of its qualities, to answer questions and to record objections and suggestions of the residents and to take them into account in the planning. As a result of the citizens' dialogue, among other things, the route in the area of the city park was changed and the Erich-Ziegel-Ring station was added to the large Steilshoop housing estate. The Hochbahn ran an information website to accompany the project.
At the end of 2010, parallel to the ongoing planning approval procedure, the Senate set up the so-called "Citizens' Forum for Stadtbahn", in which the elevated railway and the Senate provided more information to the citizens about the project and the status of planning and discussed them with the citizens. The results of the discussion should be incorporated into further planning. In order to allow the greatest possible transparency of the plan approval procedure, all planning documents that were laid out as part of the public display were also available on the accompanying project page of the elevated railway.
History of the project
The decommissioning of the Hamburg tram took place against the background of the planning model of the car-friendly city , in which special emphasis is placed on motorized individual transport and which is expressed above all in the most comprehensive vehicle-friendly development possible. From the perspective of this guiding principle, trams represent an outdated concept that competes with motor vehicle traffic for space on the street. The closure was already controversial at the time of its decision in 1958 and during its implementation until the end of 1978, and in the following years the reintroduction of the means of transport was often requested. The Senate also dealt with a possible reintroduction several times, including at the end of the 1980s, the beginning of the 1990s and in 2001.
In 1991, the economic authorities had a 90-page report for 160,000 DM prepared, which examined two basic networks of 46 and 69 kilometers in length at a price of 516 and 619 million DM respectively. The first, smaller network accepted by the expertise included routes that should also appear again and again in the plans in the future:
- Osdorfer Born to Altona
- Niendorf Markt to the city center and from there to Bramfeld
- a tangential line from Altona via Eppendorf to Bramfeld
- a line from Steilshoop to Bramfeld
According to an article in the Hamburger Abendblatt , the experts from 1991 came to the conclusion that "the tram should come quickly, if at all, and that means: ten years for planning and construction."
The plans were ready for implementation in 2001; on July 12, 2001, the red-green Senate approved the initiation of the planning approval procedure for the first section of a total of around 40 kilometers of the core urban railway network, which was already set out in the traffic development plan of December of the previous year. The planning approval for the approximately 12-kilometer stretch between the main train station and the Steilshoop should have started in August of the same year. However, due to the change of government in the second half of the year, the proceedings were suspended.
The CDU , which has ruled since then, spoke out in principle against the introduction of a tram or light rail. It was only in the context of the mutual rapprochement during the coalition negotiations for the formation of the Senate between the CDU and GAL at the beginning of 2008 that the Christian Democrats gave in and complied with the GAL's demand for the introduction of a light rail system. The declaration of intent for the construction was made in March 2008 and confirmed with the signature of the coalition agreement by the party leaders on April 17, 2008. On April 27, 2008, the GAL's general assembly approved the contract, followed by the CDU's approval of the coalition agreement on April 28, 2008.
On September 18, 2008, the authority for urban development and the environment (BSU) presented a first draft for the route network. The concrete plans were started in autumn 2008, the preliminary results of which were presented to the public on January 8, 2009 (see section Network ). On July 1, 2009, the BSU published the more specific plans for the route of the first construction section between Bramfelder Dorfplatz and the Kellinghusenstrasse underground station .
On October 13, 2009, following a unanimous decision by the Hamburg citizenship , the Stadtbahn was included in the traffic development plan of the State of Hamburg. a. with the determination of the location of the stations and the structural and material design of the route.
In the summer of 2009, the elevated railway entered the phase of coordination with the public sector bodies (TÖBs), which was completed in November of the same year. From the 70 TÖBs involved, a total of around 1400 comments on the submitted plans were received, which were incorporated into the further development of the plans. At the same time, the company started meetings with the residents of the future route in order to inform them about the project.
As a result of the termination of the Senate Ahlhaus by the GAL, the Hochbahn discontinued planning on December 3, 2010, following instructions from the Senate. Accordingly, the Supervisory Board of Hamburger Hochbahn, chaired by the new Senator for Economic Affairs, Frank Horch , stopped the entire urban railway project at a special meeting in May 2011 and decided to discontinue the planning approval procedure. The preparations had cost around eight million euros by then.
Public reception
The project was assessed differently; Hochbahn, Senate and other supporters pointed to its importance for the further development of the Hamburg transport system, especially from the point of view of the expansion of the barrier-free transport offer, which is becoming increasingly important against the background of demographic change , the lower life cycle costs compared to the bus, the lower energy consumption , greater driving comfort, greater transport capacity, shorter travel time, lower noise and pollutant emissions and the aesthetic enhancement of the route environment, which should be implemented in the course of the route construction.
The Hamburg Chamber of Commerce also supported the project, as it promised an improvement in the road situation for commercial traffic by changing the modal split , i.e. the choice of means of transport, in favor of local public transport, and the light rail also as a contribution to the sustainable development of Hamburg traffic and to securing the Considered mobility of the population.
Critics on the other hand complained above all about the investment costs of the project as well as possible impairments for motorized individual traffic by reducing lanes and reallocating parking lots.
On February 2, 2013 editorial appeared in the Hamburger Abendblatt, emerged from the that there are some cases also by the local media in Hamburg massive criticism that instead of light rail in Hamburg Busbeschleunigungsprogramm anytime by the politicians and especially the mayor Olaf Scholz would be implemented in order to create capacities for the medium to long-term expansion of the rapid transit network. According to the report, a city that wants to grow to over 2 million inhabitants should not focus on a means of transport, in this case the bus, which is in principle more suitable for the development of small towns. If the Hanseatic city of Hamburg should continue to grow, according to the article, bigger solutions are needed, the light rail in Hamburg is needed.
swell
- ↑ Construction of the tram is expected to begin in 2012 . In: Hamburger Abendblatt from September 19, 2008, URL: http://www.abendblatt.de/daten/2008/09/18/939629.html, accessed on September 18, 2008
- ↑ WELT ONLINE: New route. Hamburg light rail is to go to Lattenkamp . URL: https://www.welt.de/regionales/hamburg/article2443539/Hamburger-Stadtbahn-soll-Lattenkamp-ansteuern.html accessed on September 14, 2008
- ^ Hamburger Abendblatt- Hamburg: Ahlhaus stops the Hamburg light rail. December 1, 2010, accessed on July 23, 2019 (German).
- ↑ No Visions In: The newspaper of March 23, 2011
- ↑ [1] , in the web archive
- ↑ Senate informs about the status of the plans for the light rail . Press release of the Authority for Urban Development and the Environment of November 22, 2010, URL: http://www.hamburg.de/pressearchiv-fhh/2639574/2010-11-22-bsu-stadtbahn.html, accessed on: November 22, 2010
- ^ Peter Ulrich Meyer: New Stadtbahn: The plans of the CDU and GAL . In: Hamburger Abendblatt from March 13, 2008
- ^ Finance authority of the Free and Hanseatic City of Hamburg (ed.): The Hamburg budget 2009 at a glance . Hamburg 2009
- ↑ Stefan Vockrodt: "High above Dresden." In: Straßenbahn-Magazin , Issue 3/2009, GeraMond, Munich 2008
- ↑ Frank Muth: Something is happening on the Weser . In: Straßenbahn-Magazin , Issue 4/2008, GeraMond, Munich 2008
- ↑ Andreas Mausolf: “Passing the traffic jam” is getting more expensive . In: Straßenbahn-Magazin , issue 1/2009, GeraMond, Munich 2009
- ↑ "The yardstick of the future" . In: taz of November 2, 2010, accessed on November 2, 2010
- ↑ Sensible rails . In: taz of October 16, 2010, accessed on October 21, 2010
- ↑ Tram: Senate wants a second opinion - study suggests two basic networks in Hamburg . In: Hamburger Abendblatt from March 19, 1991, page 10
- ^ Building authority (ed.): "Green light" for the light rail. Planning approval for the tram is initiated . Authority press release. URL: http://web.archive.org/web/20080424110811/http://www.hamburg.de/Behoerden/Pressestelle/Machrichten/tagesmeldung/2001/juli/w30/di/bb24.htm in the web archive Retrieved on: October 27, 2017
- ↑ Black and green as good as perfect . In: Hamburger Abendblatt of April 10, 2008, accessed on April 10, 2008
- ↑ The first tram route leads over Kellinghusenstrasse . Press release of the Department for Urban Development Environment, accessed on July 2, 2009
- ↑ Stadtbahn makes public transport fit for the future . Press release of the Department for Urban Development Environment, accessed on March 31, 2010
- ↑ ( 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. ], no longer online
- ↑ Tram at the end: planning approval procedure stopped ( memento of the original from September 19, 2012 in the web archive archive.today ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . Strassenbahn-Hamburg.de, May 10, 2011
- ↑ Time for the tram - as a growing city, Hamburg has to dare to take new approaches in transport policy . In: Hamburger Abendblatt from February 2, 2013
