Second trunk line

from Wikipedia, the free encyclopedia
Second main S-Bahn line in Munich
Line of the second main line
Course of the second trunk line
Route number (DB) : 5547
Route length: Distance: 10.1 km
Tunnel: 7.008 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Power system : 15 kV; 16.7 Hz  ~
Maximum slope : 40  ‰
Top speed: 80 km / h
Dual track : continuous
Legend
Route - straight ahead
 Main S-Bahn line from Munich-Pasing
   
 von Freising and von Petershausen
S-Bahn station
 0.0 Munich-Laim
   
 S-Bahn main line to Munich East
   
 Südring Munich South - Munich-Laim Rbf
   
 2.0 Start of the tunnel route
   
 S-Bahn main line
   
 4.4 Munich Hbf Bahnhofsplatz
   
 S-Bahn main line
   
 5.5 Munich Marienhof
   
 6.5 Isar
   
 8.5 Munich East (deep)
   
 End of the tunnel
   
 S-Bahn main line from Munich East
S-Bahn station
 Munich Leuchtenbergring
   
 to the airport
Route - straight ahead
 to Erding and to Ebersberg

The second main line of the Munich S-Bahn is an expansion project under construction that has been discussed intensively since the 1990s. It provides for a further underground inner-city connection, which runs roughly parallel to the first trunk line opened in 1972 .

The project extends between the Leuchtenbergring and Laim stations over a length of 11 km, of which around 7 km run in a tunnel up to around 48 m below the site. The underground stations Hauptbahnhof, Marienhof and Ostbahnhof are to be rebuilt, the above-ground stations at Laim and Leuchtenbergring. There is no equivalent to the stations Karlsplatz / Stachus, Isartor and Rosenheimer Platz on the first trunk line. The declared aim of the construction project is to increase the transport capacity between the two Laim and Leuchtenbergring stations and to improve punctuality in the entire S-Bahn network. The criticism of the planning , however, doubts that this can be achieved.

On October 25, 2016, the financing agreement was signed between the state, the city, the state and the railways. Commissioning is planned for 2028. The total costs are estimated at just under 3.2 billion euros, including a risk buffer of just under 3.840 billion euros.

The symbolic start of construction took place on April 5, 2017.

course

The second trunk line is to unthread from the existing trunk line at Laim station and flow into a 7008 meter long tunnel shortly before the Donnersbergerbrücke , which leads over the Marienhof and Ostbahnhof to the Leuchtenbergring . The tunnel is to reach its greatest depth of 41 meters under the main train station and come to the surface again between the Ostbahnhof and the Leuchtenbergring station.

A branch structure is planned east of the Isar crossing to the later connection of the lines leading from the south to Munich. The tubes in this area are guided at different height levels for height-free extension. This could avoid the change of direction of two S-Bahn lines at the Ostbahnhof. The later connection would flow into the Munich East – Deisenhofen railway line .

A total of three stops are planned: Munich Central Station, Marienhof (north of Marienplatz ) and Munich Ostbahnhof. All of these are designed as tunnel stopping places .

The two tubes will have a circular cross-section with a diameter of around 8.4 m. Rectangular cross-sections are provided in the area of ​​the portals. A total of eight emergency exits are provided between the portals and stations at a maximum distance of 600 m.

history

Background and discussion of variants

The existing trunk line through the Munich inner city tunnel is a bottleneck in the S-Bahn system. With currently 30 trains per hour and direction ( average headway time of 120 seconds), it is one of the busiest railway lines in Germany.

Shortly after the opening of the first main line in 1973, the first considerations for a second main line were made. Concrete investigations for an alternative route to the existing trunk route were commissioned by the state capital of Munich in the mid-1990s. They initially considered expansion options for the Südring. At the end of the 1990s, as part of the Munich 21 planning, a second tunnel section was proposed.

A feasibility study on Munich 21, which was commissioned in 1998, was temporarily interrupted in order to carry out a supplementary S-Bahn investigation at the request of the Free State, which the latter commissioned in 1999. It should be clarified to what extent alternative A of the Munich 21 project could relieve the main S-Bahn line. In addition to joint use of the planned Munich 21 facilities, use of the southern ring and the construction of a second S-Bahn tunnel were considered.

The study presented in 2000 favored the tunnel variant compared to the Südring. The elimination of headache at the Ostbahnhof, the greater relief of the first trunk line and the legally better enforceability were named as advantages of the tunnel over the Südring. The tunnel variant proposed there was deepened in a further investigation in 2002. Subsequently, critics suggested optimized variants of the south ring expansion . In addition to these, the construction of a north tunnel was proposed in the long term , which will further increase capacity and improve networking outside the city center. However, these were rejected in a new comparative study in 2009.

In April 2010, the Bavarian State Parliament decided to implement the project. After a further economic report in 2011 showed a positive benefit / cost ratio, a framework construction and financing agreement was concluded in 2011. The financing was contractually agreed in 2012 between the parties involved, Deutsche Bahn, the Federal Republic of Germany, the Free State of Bavaria and the City of Munich.

The Bavarian Transport Minister Joachim Herrmann anticipated the earliest possible start of construction in 2015 and an opening of the line in 2022. This was already mentioned in a Deutsche Bahn report from spring 2013, which was later withdrawn, and in internal DB plans that became known in April 2014 . Due to the later opening, they estimated an increase in the officially assumed construction costs by 2013 from 2.05 billion euros to 2.4 or 2.57 billion euros.

The first tenders were planned for October 2015 in mid-2015, the results of which are expected in the 1st quarter of 2016. Based on this, the Free State of Bavaria did not want to make a final decision on the project before the third quarter of 2016.

In the summer of 2014, the Bavarian Transport Minister Joachim Herrmann declared that a working group from the Supreme Building Authority had checked the information provided by Bahn AG on planning and costs. The forecasts were rated as plausible. A decision should be made in the second half of 2015 after the plan approval decisions have been issued.

Tenders and awards

In November 2018, the award of the first main construction contract for the section “Above Ground West” from Laim to Donnersbergerbrücke with a volume of almost 189 million euros was announced. A bidding consortium of the companies Ed. Züblin AG, Wayss & Freytag Ingenieurbau AG, Max Bögl Stiftung & Co. KG and Bauer Spezialtiefbau GmbH. The contract for the construction of the western section between Donnersbergerbrücke and Marienhof was won at the end of 2018 by a bidding consortium made up of Wayss & Freytag Ingenieurbau, Max Bögl , Züblin and Bauer Spezialtiefbau . The order volume amounts to almost 676 million euros. The section around the Marienhof stop is to be built by Hochtief and Implenia . The contract awarded in December 2018 has a volume of 394 million euros. According to DB information, all three orders were awarded within budget.

construction

In 2016, the first building preparations were made at the main train station. Preparatory work began on March 8, 2017. The necessary line relocations should take a year.

"Groundbreaking"

The symbolic start of construction took place on April 5, 2017 at Marienhof . DB CEO Richard Lutz , Federal Transport Minister Alexander Dobrindt , Bavaria's Prime Minister Horst Seehofer , Munich's Lord Mayor Dieter Reiter , DB Infrastructure Director Ronald Pofalla and Bavarian Interior and Transport Minister Joachim Herrmann (pictured from left to right) pressed a red button together. A local festival held on April 5 and 6, 2017 was attended by around 8,000 people. In addition, an information center was opened at Marienhof. A traveling exhibition is to be offered from June 2017.

The preparatory work at Marienhof should continue until mid-2018. Then the excavation for the new Marienhof S-Bahn station will begin there. The excavation at the main station is scheduled to begin in autumn 2018 [out of date] and the tunnel digging with four tunnel boring machines is to take place in 2019. The completion of the tunnel shell is planned for 2023.

After two years of construction preparation, the main construction work at the main train station is to begin in 2019. The start of construction in the section "above ground west" is planned for autumn 2019.

Commissioning was initially Template: future / in 5 yearsscheduled for 2026 . Due to the relocation of the S-Bahn stop at the Ostbahnhof and the construction of a subway stop at the main station for the planned U9, the commissioning of the second trunk line will be delayed until 2028. In addition, instead of the previously planned rescue shafts, a separate rescue tunnel must be built.

concept

Reasons for planning

On the part of the project advocates, the following reasons in particular are given for the construction:

  • A further consolidation of the current train sequence is considered not possible while maintaining the buffer times. Among other things, this is an obstacle to a strengthening of the clock sequence in the various outer branches .
  • Furthermore, by removing the bottleneck on the trunk line, the operational stability of the Munich S-Bahn is to be improved.

Here, critics question whether these goals can also be achieved alternatively. See the section Criticism and Alternative Suggestions .

Transport offer

With the commissioning of the second main line, a second, not yet precisely planned operating stage of a new S-Bahn transport contract tendered in June 2017 begins. This goes hand in hand with significantly expanded, not yet precisely planned transport services. The contract term is to be negotiated; it should end between December 2027 and December 2034 at the latest. Six lines are to be routed over the second main line, and five in the future over the current main line.

In the course of the planning approval for the second S-Bahn tunnel, various operating concepts were analyzed by SMA and its partners in December 2002 . On the one hand, the so-called failure was analyzed. In this, the status quo was updated with a few firmly planned infrastructure changes for the 2015 forecast year. In Mitfall 1, a trunk line tunnel with stops in Laim, Friedenheimer Brücke, Arnulfpark, Hauptbahnhof, Marienhof, Maximilianstrasse and Ostbahnhof or Leuchtenbergring was assessed. S-Bahn lines were planned on this network every 10/20 minutes. In Mitfall 2 a trunk line tunnel with the stops at Laim, Hauptbahnhof, Marienhof and Ostbahnhof or Leuchtenbergring was considered. A basic 15/30 minute cycle and express S-Bahn trains were planned for this network . The Mitfall 2 was given preference due to the possible express S-Bahn, the more even utilization of both routes, and the smaller expansion measures on the outer branches.

Are places on particular by the Express System diameter lines are connected by up to 30 minutes faster with each other, the center (Marienhof, central station) can be achieved by up to 15 minutes faster. This variant was in the planning preference over a likewise envisaged expansion of the 10-minute clock exclusively in the rush hours on all qualifying upgraded roads in structurally dense suburban area , since it both more distant places by the shorter travel time and the peri-urban areas through a all-day 15-minute intervals. So that the Express S-Bahn can be tied through at both branches of the line, it is necessary to accelerate it with fewer stops by guiding it over the second main route.

Schematic representation of the Express S-Bahn system in the picture timetable
Green: Suburban S-Bahn (1st main line)
Red: Express S-Bahn (2nd main line)
Blue: Repeater S-Bahn (1st main line)
(each in the 30-minute intervals)

The express S-Bahn lines serve, similar to the former city ​​express concept, all stops on the outside routes up to the suburb area (around 20-25 km around Marienplatz). There is a connection to a suburban train that runs every 15 minutes and stops at all stations.

With a few stops in between, it runs to the Laim or Leuchtenbergring train stations . It reaches it about 3–5 minutes after the suburban train that had left 18 minutes earlier. The two stations are designed in such a way that it is possible to change between these lines at the same platform .

These lines then run on the second main route with a few stops and 10 minutes travel time , while the suburban S-Bahn takes the first main route with 15 minutes travel time.

At the other meeting point of the two routes, the express S-Bahn has overtaken the suburban S-Bahn and drives to the suburb area with a few stops. There, in turn, there is a platform-level connection to the suburban S-Bahn, which departs 30 minutes earlier at the other end of the line. The express S-Bahn then continues its journey to the end of the line, stopping at all intermediate stations.

The concept was further specified in more detailed planning. The 6th version of the tunnel network (so-called Mitfall 6T ) was published in February 2012. This was compared with a corresponding network over the Südring (so-called Mitfall 6S ).

Travel time comparisons
Marienplatz / Marienhof after 2010 timetable Mitfall 6S
(start concept) 		Mitfall 6T
(start concept)
Wolfratshausen 46 min. 46 min. 46 min.
Tutzing 48 min. 48 min. 41 min.
Herrsching 53 min. 42 min. 35 min.
Geltendorf 49 min. 49 min. 48 min.
Mammendorf 42 min. 38 min. 31 min.
Petershausen 42 min. 42 min. 41 min.
Freising 47 min. 43 min. 39 min.
Airport 38 min. 38 min. 37 min.
Erding 48 min. 47 min. 44 min.
Ebersberg 48 min. 41 min. 33 min.
Kreuzstrasse 46 min. 44 min. 44 min.
Wooden churches 38 min. 38 min. 38 min.

The following measures are provided for this:

  • Changeover of the clock frequency all day long from currently 20 minutes to 15 minutes within a radius of 20-25 km around Munich city center and during rush hour to the end points
  • Introduction of express S-Bahn trains on popular lines every 30 minutes. For this purpose, individual external lines still have to be expanded to double-track in sections. The expansion of the Steinebach-Seefeld and St. Koloman-Aufhausen sections are integrated into the plan. There is also a flyover at Westkreuz and another S-Bahn platform in Markt Schwaben.
  • The other routes are only planned for further improvement (express S-Bahn) after they have been expanded to four tracks ( Munich-Pasing - Buchenau and Munich-Riem - Markt Schwaben ).

This results in six travel options per hour all day long for the stations, which are in high demand, and for the outer branches with express S-Bahn travel time savings of up to 15 minutes for the journey to Munich Central Station and 30 minutes from one line end to the other and for many only so far Routes used every 20 minutes are a third better offer than 15 minutes. However, this also worsens the offer on some routes during rush hour (on intermediate stops), e.g. B. 15 minutes instead of 10 minutes today.

The tunnel operation concept, which is understood as a start concept, provides the following lines in the current version from April 2017 (Mitfall 6+):

line Current course Current operation (as of 2017) Line course with 2nd trunk line Tact
S 1 Freising / Airport – Marienplatz – Ostbahnhof 20 ′ Freising / Airport – Marienhof – Ebersberg 1 15 ′
S 2 Petershausen / Altomünster – Marienplatz – Erding 20 ′
10 ′ Dachau – Ostbahnhof 		Petershausen / Altomünster – Marienplatz – Holzkirchen 20 ′
10 ′ Dachau – Deisenhofen
S 3 Maisach – Marienplatz – Holzkirchen 20 ′
10 ′ Maisach – Deisenhofen 		Maisach – Marienplatz – Erding 15 ′
S 4 Geltendorf – Marienplatz – Trudering

(–Grafing – Ebersberg)

20 ′
20 ′ / 40 ′ Geltendorf – Buchenau
20 ′ temporarily Trudering – Grafing (–Ebersberg) 		Geltendorf – Marienplatz – Grafing 15 ′
30 ′ / 15 ′ Geltendorf – Grafrath
S 6 Tutzing – Marienplatz – Ebersberg 20 ′

20 ′ / 40 ′ Tutzing-Starnberg 2 , as well as Grafing-Ebersberg

Tutzing – Marienhof – Ostbahnhof 15 ′
30 ′ / 15 ′ Starnberg – Tutzing
S 7 Wolfratshausen – Marienplatz – Kreuzstrasse 20 ′

20 ′ / 40 ′ Wolfratshausen-Höllriegelskreuth 2 , as well as

Höhenkirchen-Siegertsbrunn-Aying

60 ′ Aying – Kreuzstrasse

Wolfratshausen – Marienplatz – Kreuzstrasse for the time being as before
S 8 Herrsching – Marienplatz – Airport 20 ′
20 ′ / 40 ′ Herrsching-Weßling 2

10 ′ (Weßling-) Germering – Ostbahnhof

Herrsching – Marienplatz – Airport 30 ′
15 ′ Weßling Airport
S 18X Herrsching – Marienhof – Leuchtenbergring 30 ′
S 20 Pasing-Höllriegelskreuth 60 ′ Pasing-Höllriegelskreuth 60 ′
S 21X Landshut – Freising – Marienhof – Leuchtenbergring 60 ′
S 23X (Augsburg–) Mering – Mammendorf – Marienhof – Airport 30 ′
S 24X Buchloe – Geltendorf – Marienhof – Leuchtenbergring 30 ′
1 Between Leuchtenbergring and Zorneding Express S-Bahn
2 In the winter months November – March

Note: Trains via Marienplatz run on the first trunk line, trains via Marienhof run on the second trunk line. The S20 does not run through the tunnels.

With this express S-Bahn system, for which the second S-Bahn tunnel is indispensable, an extension of the S-Bahn to the expanded MVV area ( Moosburg , Kaufering , Weilheim ) is possible in the medium to long term, depending on requirements possible.

Planning and financing

Political implementation process

In a comparative study carried out by Obermeyer and DE Consult in 2001, the tunnel prevailed against the variant via the “ Südring ” ( long-distance and regional traffic to Salzburg and Mühldorf ), but it is still the subject of criticism. The arguments are - in addition to the greatly increased cost forecast of up to 2.4 billion euros in the meantime - the low station density compared to the existing trunk line (which, however, results in an eight-minute shorter travel time when crossing the city) and the location of the stations in up to to a depth of 40 m, which is seen as a risk in the event of a fire .

An expert opinion from 2009 by Intraplan Consult GmbH, Schüßler Plan, Lahmeyer Munich as well as SMA und Partner comes to the same conclusion and gives preference to the tunnel. The benefit-cost factor of the Südring expansion was below 1, which means that it would not be eligible for funding. Likewise, the main S-Bahn route would be relieved twice as much in the tunnel variant as the Südring is capable of. In addition, the tunnel will generate greater shift effects from individual traffic to the S-Bahn. The conclusions of this report have been criticized from several sides. For example, purchase prices for land that the railway already owns were included in the cost of the Südring. Costs for the already necessary (and already planned) noise abatement were not deducted.

On January 16, 2003, the state of Bavaria and Deutsche Bahn AG had agreed a framework schedule for the project. The project should be completed by 2010. In August 2003 DB ProjektBau received the planning order. The planning documents were drawn up by ten engineering offices over a period of around a year and handed over to the Federal Railway Authority on December 17, 2004 for the opening of the planning approval procedure . Due to the design speed of 70 to 120 km / h and the restriction to two stations, the travel time between Laim and Ostbahnhof is to be reduced from 15 to 9.5 minutes in the future. In 2005, the planned costs, including a new electronic interlocking at Ostbahnhof, were around 1.3 billion euros. Of this, 60% should be financed from GVFG funds and 40% from state funds. At the beginning of 2006, the project management named the timetable change in December 2011 as the commissioning date. To justify the delays, the processing of 900 objections and additional discussion dates were named.

It was planned to build the shell of the Marienhof station between 2012 and 2017.

On March 24, 2010, the Munich city council voted with 65 out of 80 votes for the construction of the tunnel and an expansion of the airport connection via the eastern airport route. Alternative proposals such as the expansion of the south ring and a north tunnel were rejected. One of the advantages of a tunnel is that the express S-Bahn can be expanded into metropolitan express trains. The aim is to achieve fast connections within the region, intensive utilization of the tunnel, relief of the main train station and a compression of the cycle times up to 10-minute intervals.

On April 14th of the same year, the Bavarian state parliament also agreed to build the tunnel.

The construction and financing contract for the railway line was signed on April 8, 2011. This was adjusted in 2012. The railway then submitted an application for inclusion in the Municipal Transport Financing Act in Category A. In the same year, the benefit-cost analysis was updated. For the start concept of the tunnel with a forecast horizon of 2020, this saw a benefit-cost factor of 1.23 in the planned case and a benefit-cost factor of 1.04 in the risk case. The project was thus still eligible for funding.

After taking office at the end of October 2013, Zeil's successor as Bavarian Transport Minister Joachim Herrmann emphasized that the Free State would continue to build the second main line. Even after the rejection of an application for the 2022 Winter Olympics in Bavaria by a referendum on November 10, 2013, the Free State wanted to continue to work “at full speed” on the realization of the second main route.

At the beginning of April 2014, after a new cost estimate became known, Prime Minister Seehofer emphasized that the Free State would stick to the construction of the second trunk line, provided that the costs for this do not increase significantly.

The planning approval for Sections 1 and 3 could not be completed by April 2014 due to objections in particular from the MVG regarding the planning at the main train station and from residents in Haidhausen. Another delay occurred because Deutsche Bahn did not submit documents to the Federal Railway Authority as the approval authority in good time. As a result, planning approval is possible in the 2nd quarter of 2015 at the earliest, the start of construction will be delayed accordingly.

Costs and financing

The estimated construction costs, including a risk buffer, amount to 3.8 billion euros (as of 2019).

When the Bavarian State Parliament decided to implement the project in 2010, the planned costs amounted to 1.5 billion euros (price status: 2004); In March 2010, costs of two billion euros were expected in a cabinet proposal. In mid-2010, Deutsche Bahn expected the start of construction tenders for early 2011. Construction should begin in mid-2011 in several locations at the same time. A construction and financing contract was signed on April 8, 2011. It was initially updated at the end of 2011 after Munich's application for the 2018 Winter Olympics failed and the project's schedule was adjusted accordingly. The contract was updated again on June 27, 2012. It was therefore subject to secure financing until December 31, 2014.

On the basis of the plans existing until 2007, costs of at least 1.85 billion euros were to be expected. In June 2007 the ministry informed the state parliament that this result made federal subsidies impossible because the cost-benefit factor was too low.

By doing without an electronic interlocking and shortening the tunnel distance by 500 m, the planned costs fell from 1.85 to 1.6 billion euros and thus changed the cost-benefit factor in favor of the expansion to 1.18. The extension is to be built in two stages (2016 to Leuchtenbergring, 2020 to Giesing) without an open tunnel construction. The relevant documents are currently being drawn up in the Bavarian Ministry of Transport. The new cost-benefit calculation is dependent on an optimized concept for the second main line. The Free State of Bavaria is negotiating this with S-Bahn München GmbH.

On April 8, 2011, the Free State of Bavaria and Deutsche Bahn AG signed a construction and financing contract with a view to an opening in time for the 2018 Winter Olympics, for which Munich had applied. At a price level in 2009, the agreement provided for a budget of 1769.7 million euros. Of this, the Free State of Bavaria was to take on EUR 827.3 million, the federal government EUR 809.4 million and DB AG EUR 133 million. Due to the dynamic costs, the financing framework was set at approx. 2 billion euros plus a 500 million euros high risk buffer, which Bavaria and DB AG are to bear. Among other things, due to Munich's unsuccessful application for the Olympic Games, an addendum was necessary, which was signed on June 27, 2012.

On November 27, 2012 it was announced that the financing of the second main line had now been finally clarified between the contractual partners. The first preparatory work should begin in 2014, the main construction measures in 2015. The tunnel should be ready for use by 2020. The missing 700 million euros were raised through mixed financing. On the one hand, a EUR 492 million loan was reclaimed from Munich Airport and these funds were used to build the tunnel. To this end, the airport shareholders for the state capital of Munich, the Free State of Bavaria and the Federal Republic of Germany waived their claims from the loan. The federal government is contributing a share of 128 million euros to the loan. The missing amount of 208 million euros will be raised by increasing the federal contribution by 108 million euros and a contribution of 100 million euros from the Free State's reserves. A risk buffer of 500 million euros was also agreed, 40 percent of which will be taken over by DB AG and 60 percent by the Free State of Bavaria. Thus the Free State of Bavaria should contribute a total of 1.274 billion euros, the Federal Republic of Germany 493 million euros, Deutsche Bahn 133 million euros and the state capital Munich 147 million euros.

In an internal overview from September 2012, Deutsche Bahn reported costs of 2.433 billion euros to its Supervisory Board in December 2012. The paper assumes a deadline postponement by two years and higher planning costs.

According to calculations published by Vieregg-Rössler on behalf of the Free Voters at the end of February 2013, the costs for the second trunk line tunnel should amount to at least 2.6 billion euros. Including risk surcharges, annual inflation of three percent and an extended construction period, 3.9 billion euros are to be expected.

At the end of October 2013, the new Bavarian Minister of Transport, Herrmann, put the total costs at 2.05 billion euros according to the current price level, but an exact list of costs is only possible once all planning approval decisions have been made at the end of 2014 / beginning of 2015. The Free State will also contribute to an increase in costs in the context of the general increases in building prices. In order to monitor this, the supreme building authority is involved in the planning, since Bavaria, according to Herrmann, does not accept higher costs. This should determine the costs for the construction project independently of those responsible for the project at Deutsche Bahn . Herrmann expects a decision in the course of 2014, but this depends on the course of the planning approval process at the Federal Railway Authority.

The cost of the project was estimated by Deutsche Bahn as part of a cost estimate at 2,047 million euros. This was based on commissioning in 2019. In addition, a risk budget of 500 million euros was planned. In an internal paper that became known in early April 2014, Deutsche Bahn calculated the total costs for the project at 2.57 billion euros. Due to delayed building permits, among other things, the previous cost estimate was raised by around EUR 500 million. The planned completion date in this paper was 2022 instead of 2019.

According to a press report from the beginning of July 2015, DB assumed in a supervisory board report of up to 3.12 billion euros. With a total value of EUR 2.877 billion, risks with a probability of occurrence of over 50 percent in the amount of EUR 243 million are provided. Cost increases were among other things with the postponement of the commissioning from 2024 to 2025 (34 million euros), the simultaneous renovation of the reception building of the Munich main station (43 million euros), higher costs for disposal (43 million euros) and additional costs for the purchase of land (55 million euros Euros). On July 6, 2015, Deutsche Bahn put the expected costs - depending on the assumed risks - at 2.9 to 3.1 billion euros.

In the spring of 2015, Deutsche Bahn expected costs of 2.57 billion euros. This included around 250 million euros from the risk budget, another 270 million euros follow from general price increase effects (inflation) with an assumed commissioning after 2022. According to internal documents, they did not expect commissioning before 2024. In mid-2015, the earliest commissioning costs in 2025 were estimated at 3.12 billion euros. This includes a risk buffer of 243 million euros. In July 2015, Deutsche Bahn put the planned costs at 2.9 to 3.1 billion euros; funding was open. Commissioning was expected in 2025.

In order to finance the costs, talks between the federal and state governments were planned for the second half of 2015. The city of Munich was ready to voluntarily contribute 113 million euros to the project. In December 2015, the federal government announced that it would go beyond its previously planned financing share of 493 million euros.

The financing agreement was finally signed on October 25, 2016. In accordance with the Municipal Transport Financing Act, 60% of the costs are borne by the federal government and 40% by the Free State of Bavaria. The commitment of both actors was only confirmed after Deutsche Bahn contributed 150 million euros and the state capital Munich 155 million euros. In addition, the Free State finances the federal government's share in advance, as it was unable to raise the funds in the required period. Any cost increases are borne by the federal government and the Free State in a ratio of 60:40.

The rescheduling in the eastern section, which became known in 2019, as well as the changes to the rescue concept should cost a total of up to 200 million euros. The risk buffer has not yet been used up.

The preliminary measures for the U9 at the main station are expected to cost the city of Munich 400 million euros.

Legal implementation

For the construction of the second main line, plan approval procedures are carried out in accordance with Section 18 . The planned route was divided into four planning sections. The planning approval decision was issued for all four sections.

  • The planning approval section 1 ( Munich West ) comprises the 5.4 km long section from the Laim area to Karlsplatz . The application for planning approval was submitted by letter dated June 22, 2005. At the request of the Federal Railway Authority, the plans were revised and re-submitted in a letter dated December 16, 2005. The plans were publicly displayed from January 9 to February 9, 2006 and discussed from September 13 to 25, 2006. In the course of the planning approval procedure, there were three changes to the plan. Among other things, due to controversial direct links to the subway at the main train station, there were delays of several years. In May 2015, Deutsche Bahn intended to put the construction work out to tender immediately. The planning approval decision was issued on June 6, 2015. The Greens parliamentary group in the Bavarian state parliament and business people from the station district are considering lawsuits. By early August 2015, seven lawsuits were filed against the decision by homeowners and traders. Immediate execution was ordered by decision of January 20, 2016 . The lawsuits are to be heard at the end of June 2016.
  • Plan approval section 2 ( Munich center ) extends from the west side of Karlsplatz to the west bank of the Isar. The application for planning approval was submitted by letter of December 17, 2004. At the request of the Federal Railway Authority, the documents were revised and resubmitted in a letter dated June 14, 2005 and publicly displayed from July 18 to August 18, 2005. The discussion took place January 9-20, 2006, the hearing report was dated January 22, 2007; Supplements followed by the end of May 2009. In a letter dated February 11, 2008, changes to the plan were requested; the plans were laid out from June 2 to July 1, 2008 and a public hearing was dispensed with. The final hearing report was finally available on July 1, 2009. The planning approval took place on August 24, 2009.
  • The planning approval section 3 new (Munich East) covers the area from the western bank of the Isar to the Munich Leuchtenbergring station. The application for planning approval was submitted by letter of February 26, 2010. More than 1,400 objections were raised in Haidhausen. The discussion took place between December 13th to 17th, 2010 and January 31st to April 1st, 2011. An initial change to the plan was requested on July 26, 2012 and discussed at the end of May 2014. The Free State of Bavaria announced in June 2015 that it would be pressing for a plan approval decision for autumn 2015 or at the latest by the end of 2015. The planning approval decision was finally issued on April 25, 2016. A citizens' initiative and traders in Haidhausen have announced the decision to take legal action. The period of action against the decision ends at the end of July 2016.
  • Section 3 A (Munich-Leuchtenbergring) , which was already approved on May 30, 2006, runs from Berg-am-Laim-Straße to Leuchtenbergring station. It includes measures that are based on the reconstruction of Munich's Ostbahnhof, decided in 1998 and approved in 2003, for the 10-minute cycle of the S-Bahn. The creation of this section is intended to avoid lost investments at the Ostbahnhof. As part of the procedure, there were changes to the plan. In a letter dated December 16, 2004, the Federal Railway Authority asked the government of Upper Bavaria to initiate the hearing procedure. The plans were publicly displayed from March 14, 2005 to April 14, 2005; the public discussion meeting took place on July 29, 2005. The planning approval decision was issued on May 30, 2006. The validity of the decision was extended by five years in June 2016.

Ten plaintiffs, including owners and operators of shops at Marienhof , filed a lawsuit against the decision on planning approval section 2 . After the Bavarian Administrative Court the plaintiffs has awarded a right to supplementary planning overlooking noise, the Federal Railway Authority appealed against that revision before the Federal Administrative Court one. According to information from the Bavarian Ministry of Transport from 2012, the decision by the Federal Administrative Court expected for spring 2013 should first be awaited before the other sections are approved. An amicable settlement was announced at the beginning of January 2014. According to this, a 3 m high noise protection wall will be increased to 4.50 m. This means that building rights exist for this section.

Planned construction process

Planned location of the 2nd S-Bahn station at Munich Central Station

The tunnel is to be driven largely by mining. In the area of ​​the portals, short sections in an open construction are planned. Four tunnel boring machines are planned for this purpose: two of these are to dig from the Leuchtenbergring towards the west, the other two from the Donnersbergerbrücke towards the east to the Marienhof station. A total of 1.9 million cubic meters of earth are to be moved for the construction of the two single-track tunnels . Half of it is to be transported away by train.

Geologically, the tunnel is largely in the Tertiary .

Laim

The Laim station is to be extended by one platform edge, so that a total of four platform tracks are available. These should be approached in the direction of operation so that a platform-level change from express S-Bahn to suburban S-Bahn is possible. The platform width will be expanded from the current maximum of 6.20 m to a minimum width of 10 m. In the east of the station, both the first and the second trunk line should be connected at no height .

By converting the Laim and Leuchtenbergring stations, every S-Bahn stop in the city center should be reached with a maximum of one change.

Central station Bahnhofsplatz

The stop at Munich Hauptbahnhof (Bahnhofsplatz) is to be built in an east-west direction in the middle below the main train station and the station forecourt.

The station should be at a depth of 41 m. Above, at a depth of around 27 m, is the four-track underground station for lines U1 and U2. In order to secure this crossing, stilts should be installed under this and supporting walls should be drawn in at the station. Out of consideration for the underground operation, work should mainly be carried out at night.

The station is to have a 15 m wide central platform for boarding, and exit is to be via two 4 m wide outer platforms. The main access will be via a rectangular shaft of around 60 × 40 m with escalators and high-speed elevators.

The station building of the main station is to be partially demolished in the course of construction in order to build the station access structure. The station itself is to be mined.

There are plans to redesign the entire building of the main station in the course of the construction. A first draft for this by Auer + Weber + Assoziierte with construction costs of at least 350 million euros was rejected as too expensive. The railway therefore submitted an alternative proposal that cost 300 million euros. Financing for this is still open. As at Marienhof, 210 m long platforms will be built on both sides of the tracks. The central platform has a width of 14.7 m, the outer platforms of 4 m. This so-called Spanish solution is used for faster passenger changes. A construction time of 5 years is expected. The station is to be accessed via express elevators and escalators.

In preliminary investigations, a station in an elevated position, 16 m below ground level , was examined as a variant . However, this was discarded because, among other things, only a design speed of 60 km / h could be achieved, due to the development of the edge, a Spanish solution for the platforms was not possible and the necessary slitting of the U2 tunnel would have severely impaired this during the construction phase. In addition, the station should have been laid out in a 410 m radius, which would have required approval from the Federal Railway Authority.

In July 2019, it was decided to jointly build the station of the 2nd trunk line, the U9 holding structure and the new reception building of the main station due to time and cost reasons.

Marienhof

A stop is planned at Marienhof. Due to the development and the underground tunnel (U3 / U6) above the planned main line, this station is to be built at a depth of around 38 m. The platform is to be accessed via a central access structure in the middle of the station, which is to be designed as a rectangular shaft with dimensions of around 65 × 55 m.

The first phase of construction is to be at Marienhof. The construction logistics should at this point on the road by trucks are handled. The archaeological investigations at this point were completed at the end of October 2012. The platforms at this station, as well as at the neighboring Marienplatz station , should be on both sides of the tracks. As at the main station, the central platform is 14.7 m wide and the two outer platforms are 4 m wide. With a length of 210 m, the platforms will be adapted to the usual Munich S-Bahn standard. The platform is to be built in the middle under the Marienhof with a minimum radius of 500 m.

In addition to the low variant, a high variant about 16 m below ground level was also examined. However, this was rejected due to the much more difficult structural implementation and the less favorable alignment required by structural constraints.

Ostbahnhof

At the beginning of the Ostbahnhof, a stopping point was to be created at a depth of 35 m directly under Orleansplatz and the Ostbahnhof underground station . In July 2019 it was decided to relocate the station to the south-east at a depth of 16 m under Friedenstrasse.

Here two tubes are to be created by mining, each with an internal side platform. Due to the expected significantly lower number of passengers, the Spanish solution should be dispensed with at this station.

Leuchtenbergring

The Leuchtenbergring station will be rebuilt so that it can accommodate the two tracks of the second main line and is equipped for the increasing numbers of passengers switching between suburban and express S-Bahn. The southern platform will be rebuilt further south in order to create space between the two platforms for a through track for the supply and removal of trains to the Steinhausen S-Bahn workshop. A footbridge is to be built at the western end of the platform , which will span the entire track system and enable barrier-free access to the platforms.

Network extension on outer branches

In order to be able to cope with the additional traffic through the second main line, several additional network measures are planned on the S-Bahn outer branches beyond the inner city line. These measures are part of the 13-point immediate program adopted by the Bavarian state government in May 2012 to improve Munich's S-Bahn rail infrastructure.

This program includes (construction costs as of 2012):

  • Turning track in Weßling (construction costs approx. € 15 million, start of construction 2023, planned commissioning with the second main line)
  • Westkreuz flyover structure (construction costs approx. € 17 million, start of construction 2024, planned commissioning with second trunk line)
  • LZB extension to the west of the Pasing train station (construction costs approx. € 10 million, construction will start in 2024, planned commissioning with the second trunk line)
  • 140 km / h top speed between Johanneskirchen and Munich Airport over a length of 14 km (construction costs approx. € 4 million, construction will start in 2024, planned commissioning with the second trunk line)
  • New platform construction for the S-Bahn in Markt Schwaben station (construction costs approx. € 10 million, start of construction and commissioning planned for 2020)
  • Two-track expansion between St. Koloman and Aufhausen to a length of 3 km (start of construction in 2024, planned commissioning with the second main line)
  • Erdinger ring closure
    • 1st construction phase (construction costs approx. € 180 million, planning approval decision expected in spring 2018, planned commissioning in 2024)
    • 2nd construction phase (construction costs approx. € 360 million, planned initiation of planning approval spring 2018, planned commissioning in sections 2027 and 2029)
  • Neufahrner counter curve (construction costs approx. € 91 million, opened December 2018)
  • Walpertskirchener Spange (construction costs approx. € 150 million, initiation of the planning approval procedure planned for 2018)
  • Extension of the S7 to Geretsried (since 2015 new planning after objections from citizens (demand for lowering of the railway line in Wolfratshausen), expected completion of the preliminary planning in 2018, planned acquisition of the building permit in 2021, conclusion of the building and financing contract possible in 2023)
  • Expansion of line A to S-Bahn standard (construction costs approx. € 48 million, commissioning will take place at the end of 2014)
  • Expansion of the Sendlinger Spange (construction costs approx. € 22 million for the first construction phase, planned start of the planning approval procedure in 2019, planned partial openings in 2022 (transition connection) and 2024 (renovation of Heimeranplatz))
  • Expansion of the Steinhausen plant (construction costs approx. € 72 million, construction work since 2017, planned opening at the end of 2020)
  • Two-track expansion between Steinebach and Seefeld-Hechendorf to a length of 3 km (start of construction in 2023, planned commissioning with second trunk line)

Further expansion of the network, such as a consolidation of the block division at Türkenfeld and Feldafing, an increase in the speed of the Balanstrasse level crossing or a faster entrance to Neubiberg, are financed by the Bavarian Railway Company with penalties .

Older planning stages

In the years after the completion of the first main line, planning for a second main line began.

At times, the planning included a branch at the Maximilianeum , two tunnels under Kirchenstrasse and Einsteinstrasse, and a renovation of the Ostbahnhof. These plans have since been abandoned for cost reasons.

Other stops originally planned ( Arnulfpark , Lenbachplatz , Maxmonument and Max-Weber-Platz) were taken out of planning in favor of the express system, as more passengers were forecast for the latter .

The original routing in plan approval section 3 was also given up. This provided for two sections that were to lead northeast to the Leuchtenbergring and southwest to the Ostbahnhof. These plans were changed in 2010. The new planning now only provided for a section leading to the northeast, which connects the Ostbahnhof and Leuchtenbergring at the same time.

Criticism and alternative suggestions

The planning of the second main route is criticized, among other things, for the fact that the need to transfer is not sufficiently taken into account. The planning maximizes the number of trains that can run between the main station and Ostbahnhof, but reduces the number of transfer options. In particular for the Marienplatz stop, which is often overloaded, no relaxation is to be expected as a result of this planning and warnings are also issued against overloading of the main station basement . Many transfer options, for example to the trams at Isartor and Rosenheimer Platz, are practically no longer available , because of the deep route the walking distances are longer , and at the transfer stations, according to the assessment of the Federal Nature Conservation Association in Bavaria, “the crowd is even denser” no alternative transfer options are created.

Alternative planning Südring

"Südring" planning variant

Initial considerations for a second main S-Bahn line in 1991 envisaged the expansion of the Südring . However, after several comparative studies in favor of a tunnel, this variant was not pursued by the authorities.

Critics of the tunnel, such as the Bund Naturschutz in Bayern , the traffic planners Baumgartner, Kantke and Schwarz, the Vieregg-Rössler advisory office or the Haidhausen S-Bahn Tunnel citizens' initiative continue to propose different variants of the south ring expansion as a cheaper alternative.

In addition, at the Südring you can change to all underground lines at Heimeranplatz, Poccistraße and Columbusplatz.

Alternative planning for the city tunnel

In the course of the Munich 21 planning, a four-track tunnel from the main station via the Sendlinger Tor underground station to the Ostbahnhof was brought into play in variant A. All long-distance traffic would end at the Ostbahnhof instead of the main station, which would be completely converted into an underground through station comparable to Stuttgart 21 . On the basis of this planning, the citizens' initiative S-Bahn-Tunnel Haidhausen suggested using this as an alternative route for the second trunk line tunnel. The tunnel is supposed to begin east of Laim, or alternatively at the Donnersbergerbrücke and open into the Südring at Tassiloplatz. According to the citizens' initiative, this is only half as long and therefore significantly cheaper than the planned tunnel. The Munich City Council rejected a corresponding application by the ödp for a closer examination of this variant in 2007 and 2008, with reference to the examinations of variant A in 2000. One of the reasons for this was keeping the option of a long-distance and regional traffic tunnel open. In addition to this traffic, a maximum of one line could run through the tunnel every 20 minutes, since the Ostbahnhof, the terminus for all long-distance traffic, would be overloaded. Another reason was that preliminary investigations showed that the construction was very complex and required, for example, interventions in the underground tunnel of the U1 / U2 and the basement of the Mathäser .

For the Munich 21 variant B, which only provides two tracks between the main train station and the east station and only connects a small part of the long-distance traffic to the east station, there are no studies on the suitability as a second trunk line tunnel.

Use of multi-system vehicles

The Traffic Club Germany did in 2002 with the idea in the discussion, the tunnel of the U5 to extend to the station Pasing. A transition with multi-system vehicles to the rail network should be possible there. Another crossing is to be built at Munich-Neuperlach Süd station, where the underground and suburban trains already stop at the same platform. Other suggested connection points were extensions of the U4 to Englschalking and the U2 to Feldkirchen and Haar . Munich repeatedly rejected this proposal, which was brought in by the Trudering-Riem district committee, among others , on the grounds that travel times would be longer, the additional capacity of the route is too low and the mixed operation harbors major operational problems. The multi-system vehicles also require considerable additional technical effort in order to compensate for the system differences. The Münchner Verkehrsgesellschaft as operator also rejects this solution. The subway is already approaching its capacity limit and is already overloaded in places at major events such as the Oktoberfest . Solutions that represent relocations to the subway without increasing capacity are therefore rejected.

Fault statistics as an argument against the second tunnel

The CSU City Councilor Georg Kronawitter , second nephew of the former mayor of Munich of the same name , argues against the second tunnel that the number of disruptions on the main line tunnel is so low that these accident statistics are no reason for a second tunnel. He and his city council colleague Norbert Miehle evaluated the malfunction reports of the S-Bahn to their customers from December 1, 2008 to November 30, 2009. During this period, 15 of a total of 237 disruptions occurred on the area he defined as the main route (corresponds to 6.3%). Line S1 was therefore the most prone to failure. The accident statistics he compiled for 2009 are as follows:

root cause Western branches Eastern branches Trunk line
Other blocks 31 11 7th
Police operation 29 13 3
Emergency doctor use 19th 12 3
storm 16 09 -
Disturbance with switches and overhead lines 13 09 -
Signal box malfunction 10 10 2
Bomb threat 09 05 -
Fire service 05 05 -
Others 14th 02 -

The official disruption statistics of Deutsche Bahn attribute 38.1% of all S-Bahn disruptions to the main line. The Haidhausen citizens' initiative cites the reason for this difference that in the statistics of the two city councils, disruptions at the Pasing, Laim and Ostbahnhof stations are among the outer branches.

Feared overloading of the main station basement

The Münchner Verkehrsgesellschaft warned in a letter to the city council that the stairs from the second S-Bahn station at Munich Central Station could lead directly to the underground stations of the U1 / U2 and U4 / U5 and lead to traffic jams. Talks with Deutsche Bahn since 2009 have not yet resulted in an amicable solution. The MVG fears that there will be an increase in passenger numbers above the level forecast for 2020 and that this will not be planned. It therefore calls for further steps to the surface and a different route underground. Since the planning approval decision issued in June 2015 for the section concerned does not provide for the link, corresponding changes are being considered as part of a plan change.

Capacity expansion through the use of long trains

In addition to a condensation of the train sequence, critics note that not all trains run to their maximum length in current S-Bahn traffic. This would create the necessary additional capacities. The necessary new vehicle purchases are cheaper than building a tunnel.

Controversy about profitability in view of longer walking distances

In January 2015, the Munich office Vieregg-Rössler presented the results of a new study that was carried out on behalf of the Haidhausen citizens' initiative . Due to the longer track access times due to long escalators to the underground stations, the travel times are generally higher compared to the first main line and the second main line is therefore uneconomical.

According to written information from the State Ministry, travel time changes were "only ever made for the entire investigation area, but not for individual stations, route sections or similar". It is therefore unclear whether the criticized points were even considered. The Free Voters therefore accuse the State Ministry of deliberately "negligently miscalculating".

technology

The line is to be equipped with ETCS .

Web links

Individual evidence

  1. ↑ a b c d e f g Eisenbahn-Bundesamt , Munich branch (ed.): Plan approval decision according to § 18 AEG for the project to build a second S-Bahn trunk line Munich, plan approval section (PFA) 1, Munich West, area Laim bis Karlsplatz with the main train station . Munich June 9, 2015, p. Cover sheet, 12, 33, 122, 125, 128 ( PDF file ). PDF file ( Memento from June 14, 2015 in the Internet Archive )
  2. ↑ a b c d e f g h i j k l m n o p q r s t u v w Albert Scheller, Frank Kutzner: 2nd trunk line Munich: central element of the railway junction concept . In: Railway technical review . tape 64 , no. 5 , 2015, p. 16-19 .
  3. ↑ The Free State of Bavaria and the federal government agree to build the second S-Bahn main line in Munich. / Prime Minister Seehofer: "Quantum leap for local public transport in Bavaria" / The federal government will bear 60 percent of the eligible construction costs. Bavarian State Government, October 25, 2016, accessed on October 26, 2016 .
  4. ↑ a b Munich celebrates the start of construction on the 2nd trunk line. In: deutschebahn.com. Deutsche Bahn, April 5, 2017, archived from the original on April 6, 2017 ; Retrieved April 5, 2017 .
  5. ^ Florian Liese: Rail expansion in the Munich metropolitan region . In: DB Netz AG (Ed.): Infrastructure projects 2018 . Building at Deutsche Bahn. PMC Media House, Hamburg 2018, ISBN 978-3-96245-163-9 , pp. 108-113 .
  6. ↑ a b Schneller, A .; Kordes J .: "Munich Central Station Transport Hub". In: Eisenbahntechnische Rundschau , 11/2005.
  7. ↑ City of Munich, Department for Urban Planning and Building Regulations (ed.): Decision of the Committee for Urban Planning and Building Regulations of June 19, 2002 . June 19, 2002, p. 4, 9 ( online [PDF]).
  8. ↑ a b c d e f StMVIT S-Bahn expansion Munich Feasibility study In-depth investigation of the 2nd S-Bahn main line ( Memento from November 27, 2013 in the Internet Archive ) (PDF; 1.4 MB), as of December 2002, accessed on 8. March 2013
  9. ↑ a b Vieregg-Rössler GmbH: Expansion of the southern railway ring. Retrieved November 24, 2009 .
  10. ↑ a b c Bavarian State Ministry for Economic Affairs, Infrastructure, Transport and Technology: Comparative study of the 2nd S-Bahn tunnel / Südring ( Memento from December 10, 2015 in the Internet Archive ) (PDF; 3.7 MB)
  11. ↑ a b Second S-Bahn tunnel threatens to end . In: Münchner Merkur , July 31, 2010
  12. ↑ a b c d ( page no longer available , search in web archives: standardized evaluation of the project 2nd main route - start concept, brief report on the state of knowledge November 2011 ), StMIVT (PDF; 269 kB), published in January 2012, accessed on March 8, 2013@1@ 2Template: Toter Link / www.stmwivt.bayern.de
  13. ↑ a b Infrastructure planning at the Munich railway junction ( memento from January 28, 2016 in the Internet Archive ), Bayerische Eisenbahngesellschaft (PDF; 3.7 MB), as of July 2012, accessed on March 8, 2013.
  14. ↑ “Second main line not before 2022” , Münchner Merkur online, November 22, 2013, accessed on November 23, 2013
  15. ↑ a b c “S-Bahn tunnels are becoming more and more expensive” , Sueddeutsche.de, April 3, 2014, accessed on April 4, 2014
  16. ↑ a b c d e Marco Völklein: Decision postponed . In: Süddeutsche Zeitung . July 7, 2015, ISSN  0174-4917 , p. R1 ( online ).
  17. ↑ "2. Main route in Munich ” , Bavarian State Ministry of the Interior, for Construction and Transport, press release from July 6, 2015.
  18. ↑ a b Decision on tunnel only in 2015 , sueddeutsche.de, July 16, 2014.
  19. ↑ a b DB Netz AG awards the first order for the main construction work on the 2nd trunk line in Munich. In: www.2.stammstrecke-muenchen.de. Deutsche Bahn, November 15, 2018, accessed on December 27, 2018 .
  20. ↑ a b Deutsche Bahn awards contract for the main construction work on the 2nd trunk line "Tunnel West" and "Hauptbahnhof". In: www.2.stammstrecke-muenchen.de. Deutsche Bahn, December 3, 2018, accessed on December 27, 2018 .
  21. ↑ Deutsche Bahn awards contract for the main construction work on the 2nd main line “Marienhof Station”. In: www.2.stammstrecke-muenchen.de. Deutsche Bahn, December 27, 2018, accessed on December 27, 2018 .
  22. ↑ Preparation for the construction of the second trunk line started. In: welt.de. March 8, 2017. Retrieved August 13, 2017 .
  23. ↑ 8,000 visitors at the citizens' festival on the 2nd trunk line. (No longer available online.) In: deutschebahn.com. April 6, 2017, archived from the original on April 9, 2017 ; Retrieved April 6, 2017 .
  24. ↑ This is the timetable for the second S-Bahn main line . Abendzeitung-muenchen.de, February 21, 2017.
  25. ↑ New tube coming in 2026 ; in: tz Munich from October 31, 2016
  26. ↑ Andreas Schubert: Two years delay on the main line . In: sueddeutsche.de . July 2, 2019, ISSN  0174-4917 ( sueddeutsche.de [accessed July 3, 2019]).
  27. ↑ Second main route: Another tube necessary as a rescue tunnel. July 12, 2019, accessed July 12, 2019 .
  28. ↑ Entire network of the Munich S-Bahn advertised . In: Eisenbahn-Revue International . No. 8/9 , August 2017, ISSN  1421-2811 , p. 378 .
  29. ↑ rapid transit network “2. Trunk line ". (PDF) The S-Bahn network from 2026. In: mvv-muenchen.de. MVV, April 2017, archived from the original on April 7, 2017 ; Retrieved April 6, 2017 .
  30. ↑ MVV: Schnellbahnnetz “2. Main route "- The S-Bahn network from 2026 (2nd page), accessed on February 21, 2018
  31. ↑ a b c Second trunk line tunnel, City of Munich ( Memento from April 12, 2013 in the web archive archive.today )
  32. ↑ Andreas Barth: S-Bahn-Südring: cost study not comprehensible / order for verification missed. Press release from PRO Bahn eV, November 16, 2009, accessed on December 17, 2009 .
  33. ↑ Dominik Hutter: Breakthrough for the tunnel. Süddeutsche Zeitung, November 17, 2009, archived from the original on December 20, 2009 ; Retrieved December 17, 2009 .
  34. ^ Matthias Kristlbauer: Südring study under fire. Merkur Online, November 19, 2009, accessed December 17, 2009 .
  35. ↑ a b Both the second S-Bahn main line and the Transrapid in Munich? . In: Eisenbahn-Revue International , issue 2/2005, ISSN  1421-2811 , p. 74 f.
  36. ↑ Electrical operation at Deutsche Bahn in 2009 . In: Elektro Bahnen , Volume 108 (2010), Issue 1–2, p. 12.
  37. ↑ Bavaria is fighting for federal funds for expansion of the rail network . In: Eisenbahn-Revue International , issue 5/2005, ISSN  1421-2811 , p. 242 f.
  38. ↑ Notification of the S-Bahn tunnel not before 2011 . In: Eisenbahn-Revue International . Issue 4/2006, ISSN  1421-2811 , p. 164
  39. ^ D-Munich: Construction work for tunnels, shafts and underpasses . Document 2011 / S 102-167737 of May 27, 2011 in the Electronic Official Journal of the European Union.
  40. ↑ “Green light for the second main line” , muenchenblogger.de, March 25, 2010, accessed on March 26, 2013
  41. ↑ "Upgrading the Munich railway junction: 2nd S-Bahn main line resolution of the plenary meeting of the City Council on March 24, 2010" ( Memento from November 27, 2013 in the Internet Archive ), City of Munich (PDF; 315 kB), accessed on March 26 2013
  42. ↑ Landtag decides to build . In: Süddeutsche Zeitung , April 15, 2010
  43. ↑ a b The Lord of Construction Sites , Münchner Merkur, October 30, 2013, accessed on October 30, 2013
  44. ↑ "No to the Olympics brings traffic planning to a halt" , Focus.de, November 11, 2013, accessed on November 12, 2013
  45. ^ "Seehofer warns against a financial grave" , Sueddeutsche.de, April 3, 2014, accessed on April 4, 2014
  46. ↑ Bahn dawdles on the second main line , sueddeutsche.de, October 24, 2014.
  47. ↑ a b c Changed planning for the second Munich trunk line . In: Eisenbahn-Revue International . No. October 10 , 2019, ISSN  1421-2811 , p. 549 .
  48. ↑ Haidhausen digs many pits by railway . In: Süddeutsche Zeitung (regional edition Bavaria), No. 11, 15./16. January 2011, p. 63
  49. ^ Zeil and Kefer: "We are consistently pushing the 2nd trunk line forward" , Bavarian State Ministry for Economic Affairs, Infrastructure, Transport and Technology , press release from June 27, 2012
  50. ↑ a b Free State of Bavaria leaves Munich hanging ( Memento from December 7, 2007 in the Internet Archive ), sueddeutsche.de, December 5, 2007
  51. ↑ S-Bahn almost completely underground construction of the second trunk line , sueddeutsche.de, December 12, 2007
  52. ↑ DB AG: 2nd trunk line Munich - summary of construction and financing contract (PDF; 12 kB), accessed on March 8, 2013
  53. ↑ DB AG: Current information on the financing contract for the second trunk line ( Memento from September 1, 2012 in the Internet Archive )
  54. ↑ a b c Marco Völklein: Departure 2020 . In: Süddeutsche Zeitung . November 28, 2012, ISSN  0174-4917 ( sueddeutsche.de ).
  55. ^ DB AG: Zeil: "The way for the 2nd main line is free" ( Memento of January 12, 2013 in the Internet Archive ), November 27, 2012, accessed on March 8, 2013.
  56. ↑ Marco Völklein: The second main line will be considerably more expensive . In: Süddeutsche Zeitung . January 4, 2013, ISSN  0174-4917 , p. R1 ( sueddeutsche.de ).
  57. ↑ Marco Völklein: The Munich Billion Question . In: Süddeutsche Zeitung . February 27, 2013, ISSN  0174-4917 , p. R3 ( sueddeutsche.de ).
  58. ↑ "Herrmann calls for new calculation", BR.de, November 6, 2013, accessed on November 7, 2013.
  59. ↑ a b c Marco Völklein: Second main line costs up to 3.1 billion euros . In: Süddeutsche Zeitung . July 6, 2015, ISSN  0174-4917 , p. R1 ( online ).
  60. ^ A b Marco Völklein: Great station . In: Süddeutsche Zeitung . April 9, 2015, ISSN  0174-4917 (among other titles online ).
  61. ↑ Mike Schier: Cost estimate can no longer be kept . In: Münchner Merkur . June 11, 2015, p. 2 .
  62. ^ Ralf Müller: tunnel grants "without limit" . In: Münchner Abendzeitung . December 2, 2015, p. 6 (including title and date online ).
  63. ↑ Gerhard Brack: Main line Munich: Groundbreaking for the second S-Bahn tube in April. October 25, 2016. Retrieved October 26, 2016 .
  64. ↑ a b c Eisenbahn-Bundesamt , Munich branch (publisher): S-Bahn main line Munich, plan approval section (PFA) 2 . Munich, S. 44, 47, 49-50, 52-57 ( PDF file ). PDF file ( Memento from June 15, 2015 in the Internet Archive )
  65. ↑ Marco Völklein: Waiting for the breakthrough . In: Süddeutsche Zeitung . May 20, 2015, ISSN  0174-4917 , p. R2 ( online ).
  66. ^ A b c Daniela Kuhr, Marco Völklein: The resistance is forming . In: Süddeutsche Zeitung . June 11, 2015, ISSN  0174-4917 , p. 47 ( online ).
  67. ↑ Marco Völklein: Next stop: Court of Justice . In: Süddeutsche Zeitung . August 5, 2015, ISSN  0174-4917 , p. 1 ( online ).
  68. ↑ Eisenbahn-Bundesamt (Ed.): Order of the immediate (partial) execution of the plan approval decision of June 9, 2015 for the new construction of a 2nd S-Bahn trunk line Munich, plan approval section (PFA) 1, Munich West, area Laim to Karlsplatz Central station stop for the laying of a district heating pipe with related measures at Bahnhofplatz and in Arnulfstrasse in the area of ​​Munich Central Station . Munich January 20, 2016 ( PDF file ). PDF file ( Memento from January 23, 2016 in the Internet Archive )
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  70. ↑ a b c Eisenbahn-Bundesamt (Ed.): Plan approval decision according to § 18 AEG for the project “New construction of a second S-Bahn main line Munich, plan approval section (PFA) 3 new, Munich East, area west of the Isar river to the east of the Leuchtenbergring S-Bahn station with Ostbahnhof (deep) stop " . Munich April 25, 2016, p. 1, 111, 115, 116, 122 ( PDF file ). PDF file ( Memento from May 16, 2016 in the Internet Archive )
  71. ↑ a b Federal Railway Office, Munich branch (ed.): Plan approval decision 2. S-Bahn main line Plan approval section 3 A Munich East (S-Bahn) / Munich Leuchtenbergring . Munich May 30, 2006, p. Cover sheet, 5, 6, 21, 22, 24, 26 ( PDF file ). PDF file ( Memento from June 15, 2015 in the Internet Archive )
  72. ↑ Eisenbahn-Bundesamt (Ed.): Decision according to § 18c No. 1 AEG i. V. m. Section 75 (1) VwVfG on the extension of the validity of the planning approval decision of May 30, 2006 for the project “2. S-Bahn main route Plan approval section 3 A Munich East (S-Bahn) / Munich Leuchtenbergring ” . Munich May 30, 2016, p. 3 ( PDF file ). PDF file ( Memento from July 9, 2016 in the Internet Archive )
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  84. ^ Rail expansion in the Munich region, travel time to the airport reduced (NEM 23). In: website. DB Netz , accessed on February 26, 2018 .
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  113. ↑ http://www.georg-kronawitter.de/1952/az/s-bahn-wahrheiten.html
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  115. ↑ michael-piazolo.de (PDF file)
  116. ↑ michael-piazolo.de
  117. ↑ Marco Völklein: The airport as a model . In: Süddeutsche Zeitung . January 25, 2016, ISSN  0174-4917 , p. 39 ( sueddeutsche.de ).
  118. ↑ Germany-Frankfurt am Main: project management in construction. 2020 / S 069-165203. In: ted.europa.eu. April 7, 2020, accessed May 17, 2020 .