Tangential connection east

Tangential connection east
Basic data
Operator:	State of Berlin
Overall length:	17.3 km
of which in operation:	10.9 km
of which in planning:	6.4 km
State :	Berlin

The East Tangential Connection ( TVO for short ), also known as the East Tangential Connection , is a project to create a city expressway with few crossings in Berlin .

It should connect the eastern and southeastern districts of Berlin with the Berliner Ring in the north and the A 113 in the south and relieve the city street network of through traffic. As early as 1969, its basic course was planned in the general traffic plan for the capital of the GDR , but only the northern section was subsequently built. The southern section was built from 1999 to 2007. The construction of the missing middle section will start in 2021 at the earliest (as of November 2017)

Construction phase 1

Märkische Allee north connection

→ Main article : Märkische Allee

With the construction of the large housing estate Berlin-Marzahn in the 1970s, Heinrich-Rau-Straße (since 1992 Märkische Allee) was the northern section. It leads from the Bundesstrasse 1 / 5 in Biesdorf up to the city of Berlin border near Ahrensfelde . The entire length of the road has four to six lanes. The extension leads to the Berliner Ring and has been a section of Bundesstraße 158 since the 1990s .

Construction phase 2

Spindlersfelder Strasse under construction; Photo from May 2006

→ Main article : Spindlersfelder Straße

The construction of the southern section began in 1999 and was completed in 2007. It runs from the street An der Wuhlheide over the Spindlersfelder Straße and the Glienicker Weg to the Adlergestell . Spindlersfelder Strasse was rebuilt as a four-lane dam with several bridges, including the Wilhelm Spindler Bridge over the Spree . It is accompanied by a pedestrian and a two- way cycle path . The southern section of the TVO primarily relieves the old town of Köpenick and Dörpfeldstrasse in Adlershof from through traffic.

The Glienicker Weg turned out to be a bottleneck in times of heavy traffic, as it was initially only expanded to two lanes due to years of delays. The four-lane expansion was not completed until the end of October 2012. The accompanying work (green areas / hard shoulder) was completed in 2013.

Construction phase 3

Basics

The middle section does not yet exist. In the original plan, it should run from Spindlersfelder Strasse northwards through Wuhlheide along the Berlin outer ring to Märkische Allee. After the Berlin Senate postponed or shelved the plans for this section in the 1990s to 2030, an attempt was made in September 2007 to implement an earlier implementation by means of a residents' initiative. The middle section would cover part of the through traffic on the main roads running parallel in north-south direction in Karlshorst ( Treskowallee –Waldowallee), Biesdorf (Köpenicker Straße), Kaulsdorf (Chemnitzer Straße), Mahlsdorf ( Hultschiner Damm ) and Köpenick (Bahnhofstraße) and thus relieve them.

New planning, development by 2012

After the original plan was rejected, discussions began as to whether the new section to be laid out should run east or west of the railway line. While the Senate prefers a two-lane expansion with an accompanying sidewalk and two-way cycle path east of the existing railway line, the Association of German Land Users (VDGN), as well as the CDU and FDP in the House of Representatives , demanded a four-lane expansion west of the railway line. The VDGN expressly rejected the east route. A subsequent feasibility study showed that the costs would increase from 46.2 million euros ( two-lane construction according to the preferred variant from 2009) to 79.6 million euros (four-lane construction with additional bridges for overpasses instead of identical crossings).

In 2011, the district parliamentary groups of the SPD and Linke also spoke out in favor of a rapid expansion of the TVO, but only for the section between B1 / B5 and the Wuhlheide railway junction in the smallest version. The IHK Berlin also saw priority for the TVO for better connections to BER Airport, even if the Senate sees the additional load on the existing roads when the airport opens at less than 10 percent. This followed a similar position as the CDU Marzahn, according to which the existence of the road connection alone meant a factor for the economic development in Marzahn-Hellersdorf . A further construction from Wuhlheide station to Spindlersfeld would be easier if the railway junction itself were rebuilt - there is still no curve towards the city on the outer ring of Berlin and there are several level crossings.

On February 9, 2012, an agreement was reached on a joint plan variant for the missing middle section of the tangential connection east in a top-level discussion between the three Berlin districts concerned, Treptow-Köpenick , Lichtenberg and Marzahn-Hellersdorf. The district mayors and town councilors followed a suggestion by Marzahn-Hellersdorf about a four-lane expansion between the An der Wuhlheide road and the 1/5 federal road. According to this, the TVO is to run through the Wuhlheide in the southern area on the east side of the railway embankment and connect the Wuhlheide Innovation Park to the Wuhlheide train station at the same level - Köpenicker Allee will not be expanded. The route continues on the east side to the level of Alfelder Straße, where it is swiveled under the railway embankment to the west side. On the piece parallel to Biesdorf there will be no further connection to Biesdorf; next to the junction at Wuhlheide train station, there is to be a direct connection to the extended Waldowallee from Karlshorst. The previous TVO Spindlersfelder Straße will be connected to the new section with a bridge without any plan. The previously discussed compromise variant 2 will cost at least 82 million euros based on the 2012 price level. The districts want to push ahead with further planning and construction at an early stage so that the route can be completed when the railway junction at Wuhlheide S-Bahn station is rebuilt.

Cost estimate - profitability (as of 2012)

	Construction costs 2-lane TVO			Construction costs 4-lane TVO
Cost type	Main variant west	Preferred variant east	Combined variant of the district	Preferred variant east	Combined variant of the district
Total costs (including VAT)	0€ 54.8 million	0€ 46.2 million	0€ 58.2 million	0€ 79.6 million	€ 101.8 million
Cost-benefit ratio	3.9: 1	7.7: 1	4: 1	4.4: 1	2.8: 1

At the beginning of 2013, the planning of the Marzahn-Hellersdorf district assumed that construction would start in 2016 with costs of up to 90 million euros. In its statement, the Berlin Chamber of Commerce and Industry (IHK) reported expected costs of 101.8 million euros (the Alfelder Straße and Balzerweg connections, which are included in the Senate's plan variants, were missing in the district's plan), named the earliest possible construction start from 2017, and pointed out Disadvantages in noise protection and nature conservation as well as the lowest cost-benefit factor. The Chamber of Industry and Commerce also noted that the direct connection to Märkische Allee shows a steep gradient after the combination variant has been swiveled back (instead of connecting via Gensinger Straße to the western variant of the Senate), the feasibility of which has not yet been investigated.

New planning, development since 2013

2013 to 2014

On February 20, 2013, the Marzahn-Hellersdorf district announced that it would bow to the Senate and agree to the construction of the TVO east of the embankment with two connections through Biesdorf-Süd (Balzerweg and Alberichstraße). On February 22, 2013, the other districts gave their consent to ensure that construction could start in 2016. In the meantime, a community interest group "We are Biesdorf-Süd" has been founded, which advocates the variant of the three districts and wants to prevent connecting roads through Biesdorf-Süd. A corresponding petition with 2148 signatures was submitted to the petitions committee of the Berlin House of Representatives. On June 10, 2013, the Petitions Committee held an on-site meeting in Biesdorf, which the then Senator Michael Müller also attended. The Petitions Committee assured the petitioners that all questions and comments to be submitted in writing would be answered by the Petitions Committee.

According to the final report of the Senate Department for Urban Development and the Environment (SenStadt) Berlin of 6 May 2013, p. 29, no. 7.3 the settlement areas Mahlsdorf-Süd, Kaulsdorf-Süd and Biesdorf-Süd will in future also be developed via the TVO with connection roads, because the northern access roads (Hultschiner Damm / Chemnitzer Straße), which all lead to the B1 / B5, are at the intersections the B1 / B5 are overloaded.

In the information on the planning status (09/2013) from SenStadt Berlin, a traffic load of 35,000 to 37,000 vehicles / day was forecast. The eastern route was given unchanged as a preferred variant. The extended street Am Heizhaus in Karlshorst was added as a further Anbinderstraße. A final decision on the connections to the TVO is only to be made during the planning approval procedure. The TVO is a four-lane city street with a superordinate connection function and as a street of level I (= large-scale street connection) in the street map of the state of Berlin. For comparison: In August 2012 the TVO was listed in the traffic development plan 2025 as a road of level II (= superordinate road connection).

2015 to 2017

Moderated by the Karlshorst Citizens 'Association, a well-attended citizens' meeting took place in the Kulturhaus Karlshorst at the end of November 2015 , in which, among others, the Senator for Urban Development and Environment Andreas Geisel , who also lives in Karlshorst, and the responsible building councilor for the Lichtenberg district, Wilfried Nünthel, participated. It became clear that the alignment is still open. The groundbreaking ceremony can only take place once the construction planning has been completed, and later, taking into account any resident complaints.

On January 15, 2016, the Senate Department for Urban Development and the Environment presented the results of the formalized assessment and ranking procedure (FAR) of level 1 and published accompanying lectures on the status and the accompanying environmental impact study. This investigated eight large-scale traffic corridors, including three new corridors in the extension of Spindlersfelder Straße (in the corridor above Köpenick station, however, a new northern bypass was already included) Dam on then four lanes has an advantage in terms of environmental compatibility. The westernmost new building corridor 5 with a further swivel over Karlshorst (via Biesenhorster Weg - Beerenfelder Straße) showed only few advantages compared to the possible routes close to the railway embankment, among the latter two the corridor east of the BAR shows one advantage more than the corridor west of the BAR. Only in FAR level 2 should the east and west variants be recombined and their variants reassessed. A preferred corridor was not specified in FAR 1. The routes outlined in FAR 1 show that a continuation of Spindlersfelder Straße can change to the west side of the railway embankment a short time later and is then technically easier to build (especially avoiding the renovation at Wuhlheide station), but affects more biotopes and recreational areas (doubled in number and area). At the same time, new industrial parks can be created more easily west of the embankment. However, public transport has yet to be developed there. A return to the eastern side of the railway embankment was not investigated in more detail in FAR 1.

For the four-lane expansion, various variants were examined in the new planning in order to anticipate any later appeals in court proceedings, which would extend the planning period. In October 2015, the plan approval procedure was expected to begin in 2017, followed by the start of construction in 2019. With a construction period of two to three years, the road connection would be available by 2022 at the latest. Since a parallel cycle expressway is now planned, the planning approval procedure can now be initiated in 2019 at the earliest, and construction is expected to start in 2021 at the earliest.

2018/2019

In April 2018, the preferred variant was announced by the Senate after the 2nd stage of the variant investigation (FAR 2 - evaluation and weighing of the variants). As a result, the four-lane road in the northern part should initially be swiveled to the west side of the railway embankment, but significantly more northerly than in the FAR 1.This should avoid the development of the Biesenhorster Sand nature reserve in the southern area of ​​the west side, while some in the northern area of ​​the east side Expropriations can be dispensed with.

The preferred variant provides for the connection of the TVO to Märkische Allee in the north , whereby it no longer crosses the federal highway B1 / B5 on the current bridge, but runs under it. Then it swings in two sharp curves to the west side of the outer ring , which is also crossed under . Shortly afterwards, the route climbs in order to be able to cross the U5 underground line. Then it goes back down to switch to the east side of the embankment at about Lauchhammerstrasse . The S3 S-Bahn line crosses on a bridge east of the Wuhlheide S-Bahn station , as does the An der Wuhlheide street at the southern end of the construction phase. The exact location of the southern embankment crossing is still to be clarified as part of the participation process. There are also questions about noise protection and connection points, which are currently only intended for the parallel cycle expressway.

From 2020

Up to 2020 there were further objections and the resulting changes, which were reflected in the annual report on planning progress at TVO . The Senate decided on this report in mid-June 2020, which now provides the following solution for closing the gap between Marzahn-Hellersdorf and Treptow-Köpenick: At the Alt-Friedrichsfelde / Alt-Biesdorf intersection (B 1, B 5) and Märkische Alle (B 158) In addition to the crossing-free tours with tunnels for motor traffic, a floating roundabout for cyclists and pedestrians is to be created as a third traffic level. The necessary bridge structure is to be supported by four pillars and "create safe traffic solutions in the event of high loads and minimize land consumption". At the same time, this creates an “eye-catcher and an entrance gate to the city center” that “integrates well into the surroundings”. Motor traffic has two lanes in each direction. A four-meter-wide cycle path and a 2.40-meter-wide pedestrian path on the east side are to run along the entire TVO route beyond a soundproof wall. In addition, the planners have planned a bus stop and stairways as a means of changing to the U5 underground line. A transfer point from the bus is also to be built at the Wuhlheide S-Bahn station. The announced and decided changes mean that three private plots no longer have to be included, the demolition of a residential building can be omitted and a number of oaks in the Wuhlheide will be preserved. The CDU politician Christian Gräff praised it: “I think the intersection on B1 / Märkische Allee is future-oriented. It results in a new appearance for the former center and village green of Biesdorf ”. The ADFC, with its Berlin state board chairman Frank Masurat, also welcomes the plans with the floating bicycle ring with “super”. Despite all the constant adjustments to the demands of the various road users, the new plans are again receiving massive criticism. In particular, environmentalists emphasize that “despite the discussion about global warming and climate policy, main roads are still planned.” The FUSS trade association formulates it radically: “TVO - a reactionary project in the petrol spirit of the 20th century. [...] The decorative ring on top doesn't save it either ”. Reinhold Leinfelder, scientist at the Free University of Berlin , also rates the project as fundamentally negative: "This is pure pseudo greenwashing [...] which is absolutely against the energy transition". Finally, the Senate's Advisory Council on Nature Conservation states that the desired effect of reducing traffic will not occur, but rather that more traffic is to be feared and that the area encroaching on the oak trees of the Wuhlheide will be extremely serious. The Advisory Board therefore recommends that planning for the TVO be completely discontinued. It is becoming apparent that the final decision has not yet been made by the start of the plan approval procedure scheduled for 2021 . Completion is not expected before 2028.

Web links

• Senate Department for Urban Development Berlin: Construction project tangential connection east. 2nd section
• Senate Department for Urban Development Berlin: TVO - Tangentiale Link Ost 3rd section
• Plan variants (PDF)
• Citizens' Initiative Biesdorf 2.0

References and comments

1. ↑ The state senate administration uses tangential connection east , press and partly the district office use tangential connection east
2. ↑ ^{a b} TVO. The expressway between Marzahn and Köpenick will not be built until 2021. In: Berliner Zeitung . November 10, 2017.
3. ↑ ( Page no longer available , search in web archives: TVO-Ostvariante: Great danger for all Biesdorfer ) (PDF).
4. ^ General meeting of the party DIE LINKE. Marzahn-Hellersdorf on 2/3 April 2011.
5. ↑ ihk-berlin.de ( page no longer available , search in web archives: B1 / B5 - Basics for assessing feasibility. ) (PDF; 6.4 MB).
6. ↑ ( Page no longer available , search in web archives: Advancing transport infrastructure: Roadmap for the future. ) (PDF, p. 6.) In: Topics in the IHK 2011.
7. ↑ Traffic calming for Karlshorst, Friedrichsfelde, Biesdorf, Kaulsdorf and Mahlsdorf through the continuation of the Tangentialen connection OST (TVO) , Minor inquiry to the Senate, May 31, 2007 and the response of the SPD.
8. ↑ ( Page no longer available , search in web archives: Tangential connection East: Agreement between affected districts on www.Berlin Online )
9. ↑ ^{a b} ( page no longer available , search in web archives: Tangentiale connection East (TVO), section between street An der Wuhlheide and B1 / B5 - basics for assessing feasibility )
10. ↑ Marzahn is more than just a prefabricated neighborhood. The remaining seven-kilometer section between Wuhlheide and the B1 / B5 is to be built from 2016. Cost: up to 90 million euros. Retrieved January 19, 2013 . 
11. ↑ Tangential connection east: IHK welcomes closing ranks to close the gap; Press release. Retrieved February 20, 2013 . 
12. ^ TVO-Trasse: Citizens' initiative wants to keep residential areas free. In: Berliner Morgenpost of February 22, 2013. Accessed March 5, 2013 . 
13. ↑ We are Biesdorf-Süd .
14. ↑ Local residents reject the planned route ( memento from October 17, 2013 in the Internet Archive )
15. ↑ TVO report: In-depth investigation ( Memento of October 17, 2013 in the Internet Archive ) (PDF).
16. ↑ TVO additional examination: four stripes; professional evaluation of the comments on the feasibility study. (Profile of the TVO closing the gap) ( Memento of October 17, 2013 in the Internet Archive ) (PDF).
17. ↑ Superordinate road network. (PDF) at stadtentwicklung.berlin.de.
18. ↑ "Shameful Situation" (PDF) In: Berliner Woche . Edition Lichtenberg-Südost, December 2, 2015, p. 2.
19. ↑ TVO FAR 1 . Senate Department for Urban Development and the Environment. P. 44. January 15, 2016.
20. ↑ Astrid Renner: Variant investigation according to FAR 1 - information on the method . P. 15, January 15, 2016.
21. ↑ ^{a b} Presentation of the work status TVO - April 2018 (PDF) Senate Department for the Environment, Transport and Climate Protection, April 18, 2018, accessed in 2019 . 
22. ↑ ^{a b c} Peter Neumann: Tangential connection east - residential buildings are also in the way of the new route. Berliner Zeitung , April 20, 2018, accessed in 2019 . 
23. ↑ Peter Neumann: Berlin gets a round bridge for pedestrians and cyclists. Berliner Zeitung, June 16, 2020, accessed on June 19, 2020 (print edition: A round bridge for pedestrians and cyclists , Berl. Zeitung, June 19, 2020, page 12). 
24. ↑ Withdrawal of the railway delays the construction of the TVO. In: Berlin Week . June 21, 2019, accessed 2019 . 

Coordinates: 52 ° 29 ′ 33 ″  N , 13 ° 32 ′ 54 ″  E