Future development of the rail infrastructure

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The future development of the railway infrastructure ( ZEB ) is part of the message passed by the Swiss Federal Council on October 17, 2007 on the “ Overall FinöV ”. Based on demand forecasts, ZEB plans to expand the standard gauge network, which will enable an expanded national transport offer for long-distance passenger and freight transport for the 2030 planning horizon . The development was carried out jointly between the Swiss Federal Railways (SBB) and the Federal Office of Transport (FOT). Template: future / in 5 years

background

With the HGV Connection Act ( SR 742.140.3), Parliament asked the Federal Council to report by the end of 2007 on the use of the funds remaining in the “ FinöV Fund ” (special financing for the expansion of public transport infrastructure) . This mandate was fulfilled with the submission of the “Gesamtschau FinöV”.

aims

According to the ZEB draft law, the aim is to expand capacities for long-distance passenger and freight transport and to increase services, to increase the number of full nodes, to shorten travel times on the east-west axis and to reduce capacity bottlenecks on the north-south - to eliminate axis through Switzerland. In doing so, ZEB is pursuing goals similar to those of « Bahn 2000 », and it serves the political goal of modal shift.

  • Travel times are shorter, the node system with good connections has been expanded and the range of trains is increased.
  • Long-distance traffic continues to be systematized, leaving room for regional traffic.
  • The capacities required to shift heavy traffic across the Alps to rail are available.
  • The capacities for freight traffic in the east-west direction have been expanded, traffic is accelerated.

ZEB completes the "Bahn 2000" node concept by realizing the full nodes that were postponed with the staging and expanding existing nodes. Part of ZEB is thus bringing western and eastern Switzerland closer by half an hour and ensuring sufficient capacities. This can significantly increase the attractiveness of the west-east axis as the backbone of the Swiss rail network. With ZEB, travel times can be significantly shortened for the whole of Switzerland by up to 25 percent.

Activities

In order to achieve the objectives, measures are planned in all parts of the country to eliminate capacity bottlenecks, to increase rail traffic, to shorten travel times, to reduce the time between two trains, to enable traffic management without intersections and to increase the node capacity. The investment costs amount to CHF 5.2 billion. They are to be financed from the resources of the FinöV fund.

Numerous offers and infrastructure requests from the cantons cannot be financed with ZEB. The ZEB law provides that “as quickly as possible” within the legislative period 2007–2011, a legal basis will be created that will deal with these wishes on the basis of a further offer concept and present a financing solution for them.

Single projects

implementation

Political resistance had arisen particularly against the abandonment of the originally planned tunnels in the direction of north-west Switzerland ( Wisenberg , Bahn 2000) and central Switzerland ( Zimmerberg II , Neat). In western Switzerland, the construction of a third track between Geneva and Lausanne was requested.

In its dispatch, the Swiss Federal Council proposed to parliament that the investment volume be increased by one billion francs so that the increased costs of the NEAT should not prevent the implementation of ZEB. The deliberations in the parliamentary commissions began in January 2008 in the Commission for Transport and Telecommunications of the Council of States. The message was dealt with in the 2008 summer session in the Council of States, the National Council dealt with the bill as a two-council in the 2008 autumn session.

On March 20, 2009, the National Council and the Council of States approved the “Federal Act on the Future Development of Rail Infrastructure (ZEBG)”. This comprises a total of 28 individual projects with a volume of CHF 5.4 billion. This money is available in annual installments from 2015 to 2030, but pre-financing by the cantons is possible. The schedule was not expected before autumn 2009.

The Federal Council had passed four implementation agreements by May 2014. The largest single project under these implementation agreements is the Eppenberg tunnel. A total of two billion francs have already been decided.

See also

literature

  • Werner Stohler: From Bahn 2000 to the opening of the Gotthard Base Tunnel . Three-part series of articles. Swiss Railway Review 11/2015, 12/2015 and 1/2016.

Web links

Individual evidence

  1. ↑ bazonline: Wisenberg tunnel will not come until 2050 at the earliest; Retrieved January 20, 2012
  2. ↑ Aargauer Zeitung: Neat is pointless without the Wisenberg tunnel; Retrieved November 11, 2010
  3. ↑ www.bzbasel.ch: CEO Andreas Meyer: "Wisenberg tunnel is not a priority for SBB"; Retrieved May 3, 2015
  4. ↑ FOT: Further expansion of the rail network decided - pre-financing by the cantons possible