Karlsrue - Bazel tezyurar temir yo'li - Karlsruhe–Basel high-speed railway

Karlsrue - Bazel tezyurar temir yo'li
Umumiy nuqtai
Tug'ma ismAusbau- und Neubaustrecke Karlsruhe – Bazel
Qator raqami
  • 4280 (yuqori tezlikda harakatlanadigan liniya)
  • 4000 (asl satr)
MahalliyBaden-Vyurtemberg, Germaniya
TerminiKarlsrue Xbf
Bazel Bad Bf
Xizmat
Yo'nalish raqami702
Texnik
Chiziq uzunligi182 km (113 milya)
Treklar soni2 davomiy
Yo'l o'lchagichi1,435 mm (4 fut8 1⁄2 yilda) standart o'lchov
Elektrlashtirish15 kV / 16,7 Hz O'zgaruvchan tokning katalogi
Ishlash tezligi250 km / soat (155,3 milya) (maksimal)
Yo'nalish xaritasi

Afsona
dan Shtutgart /Manxaym
72.9
Karlsrue Xbf
Rastattgacha bo'lgan Reyn vodiysi temir yo'li
Rastattgacha bo'lgan Reyn temir yo'li
Rastatt tunnel (4270 m)
Rastattdan Reyn vodiysi temir yo'li
101.3
Rastatt Süd
(kavşak)
105.3
Baden-Baden
Strasburgga
145.5
Offenburg
146.1
Offenburg Syd
(kavşak)
Donaueschingenga qora o'rmon temir yo'li
181.0
Kenzingen
Frayburgga (Breisgau) Reyn vodiysi temir yo'li.
Mengen tunnel (1956 m, rejalashtirilgan)
Frayburg (Breisgau) dan Reyn vodiysi temir yo'li.
231.8
Buggingen
(stansiya + tutashuv)
242.7
Schliengen Nord
(kavşak)
Bazelga Reyn vodiysi temir yo'li
245.4
Katzenberg tunnel (9385 m)
254.7
259.4
Offenburgdan Reyn vodiysi temir yo'li
264.3
265.3
Haltingen
km o'zgarishi
267.6
Vayl Reyn
Bazel Bad Rbf
267.6
Germaniya - Shveytsariya chegarasi
270.7
Bazel Bad Bf
ga Luzern /Tsyurix
Manba: Germaniya temir yo'l atlasi[1]

The Karlsrue - Bazel tezyurar temir yo'li (Ausbau- und Neubaustrecke Karlsruhe – Bazel, so'zma-so'z "Yangilangan va yangi yo'nalish - Karlsrue-Bazel") bu yangi yo'nalish bo'yicha qurilgan yo'nalish Manxaym-Karlsruhe-Bazel temir yo'li (Reyn vodiysi temir yo'li). Loyiha natijasida temir yo'l Reyn Vodiy to'rtta doimiy trekka ko'tarilmoqda va turli xil transport oqimlarini ajratish natijasida uning ish samaradorligi oshiriladi. Karlsrue va Bazel o'rtasida yo'lovchilarga xizmat ko'rsatishning sayohat vaqti 31 daqiqaga qisqartirilishi kerak. Loyiha .ning bir qismini tashkil etadi Rotterdam –Genuya yo'lak va uning bir qismi ham Evropa uchun asosiy yo'nalish (Magistrale für Europa nemis tilida va Magistrale européenne frantsuz tilida; Parij –Budapesht ). 2010 yil sentyabr oyida uni 2020 yilda yakunlash rejalashtirilgan edi.

Chiziqning katta qismlari mavjud Reyn vodiysi temir yo'lining yonidan o'tadi. Ushbu liniyani rejalashtirish 1980-yillarning o'rtalaridan boshlab bosqichma-bosqich amalga oshirilib kelinmoqda va Rastatt Syud va Offenburg o'rtasidagi liniyaning birinchi qismi 1993 yilda foydalanishga topshirildi. Bir necha uchastkalari ochilgan bo'lsa, boshqalari qurilishi tugallanmagan yoki boshlanmagan. Loyihalarning asosiy tarkibiy qismlariga quyidagilar kiradi Rastatt tunnel, Katzenberg tunnel va g'arbiy bypass Frayburg yuk uchun.

Umumiy loyihani yakunlash sanasi noaniq.[2] Federal hukumat 2030 yilgacha bajarilishini mumkin deb hisoblaydi.[3] 7.2 bo'limlari bo'yicha xizmatlarni rejalashtirish. 7.4 ga 2042 yil oxiriga qadar yakunlanishi asosida sotib olingan.[4]

Rejalashtirilgan umumiy qiymati 6,172 milliard evroni tashkil etadi (2013 yil aprel holatiga ko'ra). 2014 yil oxirigacha bunga 2,27 milliard evro sarf qilingan.[3] Deutsche Bahn 2015 yilda umumiy xarajatlarni 7,1 milliard evro deb baholadi.[5]

Marshrut

Orasida Karlsrue va Offenburg, yo'nalish mavjud Reyn vodiysi temir yo'li bilan chambarchas parallel harakat qiladi. Offenburg va Buggingen (Frayburg janubida), u yonida ishlaydi A 5 Frayburgning yangi aylanasi sifatida. 160 km / soat tezlikda ishlashga mo'ljallangan ushbu uchastkadan kelajakda yuk poezdlari foydalanishi kerak. Aholining zichligi va yuk transporti ta'sirining pasayishi ushbu variantni tanlashning asosiy sabablari bo'ldi. Offenburgdan Frayburg orqali Buggengenga boradigan ushbu yo'nalishdagi yo'nalish 200 km / s dan 250 km / s gacha tezlikda yangilanishi kerak va barcha yoki deyarli barcha yo'lovchi poezdlari foydalanadi.[6]

Janubiy portal Katzenberg tunnel

Frayburgning janubidagi Buggingen shahrida yukni aylanib o'tish va Reyn vodiysi temir yo'li yana uchrashib, parallel ravishda harakatlanadi. Shliengen. Shliengen va o'rtasida Eimeldingen yangi satr Katzenberg tunnel uzunligi 9,4 kilometr bo'lgan ushbu qismning eng katta yagona inshooti hisoblanadi. Tunnel yo'lovchi poezdlari qatnovini qisqartiradi, bu yo'nalishdagi burilish yo'lidan qochadi. Keyinchalik yo'lovchi va yuk yo'llari parallel ravishda harakatlanadi Bazel temir yo'l tuguni.[6]

Rastatt Süd va Offenburg soatiga 250 km tezlikda ishlash mumkin. Buggingen va Bazel o'rtasida yangi qurilgan uchastkalarni ham ushbu tezlikda bosib o'tish mumkin. Rejalashtirilgan Freiburg yuk aylanma yo'li soatiga 160 km ga mo'ljallangan. Federal hukumatning fikriga ko'ra, ba'zi uzilib qolgan uchastkalarda tezlikni 300 km / soatgacha oshirish mumkin edi, ammo bu sayohat vaqtiga katta foyda keltirmas edi. Yaqinda yangi yo'nalishlarda erishilgan 300 km / s dan farqli o'laroq, loyihalashtirilgan tezligi 250 km / soat, 1980 yillarda amalga oshirilgan rejalashtirish natijalari.[7] Orasida Rastatt stantsiyasi va Rastatt-Niederbühl liniyasi ikki yo'nalishda davom etmoqda. Buni qurish yo'li bilan hal qilish kerak Rastatt tunnel. Offenburg va Frayburg o'rtasida va undan janubda qolgan qismi hali ham rejalashtirilmoqda.

Uzunligi 7 km Offenburg tunnel 60 ming aholisi bo'lgan Offenburg shahri ostida qurilishi kerak. The Germaniya parlamenti tunnelni qurish va moliyalashtirishni 2016 yil 28 yanvarda tasdiqladi.[8]

Tarix

Fon

19-asrda markaziy va janubni rag'batlantirish uchun yangi temir yo'l liniyasi talablari paydo bo'ldi Yuqori Reyn iqtisodiy va qo'shimcha trafikning ishlashiga imkon berish.[9]

Ijroiya kengashi uchun 1964 yilda o'tkazilgan tadqiqotlar Deutsche Bundesbahn yo'lni tejashni taklif qildi, xususan Rastatt va Offenburgda sayohat vaqtini tejashga erishish uchun.[10]

Deutsche Bundesbahn tarmog'ini yangilash dasturi (Ausbauprogramm für das Netz der Deutschen Bundesbahn) 1970 yilda taqdim etilgan Rastatt va Offenburg o'rtasidagi eng ko'p ishlatiladigan uchastkadan xalos bo'lish uchun 1985 yilga qadar 50 kilometrga yaqin yangi liniya qurilishi ko'zda tutilgan edi. Yo'nalish mavjud Karlsrue-Ettlingen G'arbiy-Rastatt yo'nalishidan yaqinlashib boradi Muggensturm va sharqda Rastattni aylanib o'ting va Achern g'arbda. Yangi chiziq Offenburg shimolidagi mavjud yo'nalishga yana qo'shiladi. Rastatt shahri yangi yo'nalishga transport xizmati orqali ulangan bo'lar edi.[11] Rastatt maydoni va Offenburg o'rtasidagi yangi uchastka rejaning ikkinchi darajali ustuvorligi darajasiga ajratilgan va shuning uchun 1985 yilga qadar qurib bitkazilishi kerak edi. Manxaym va Karlsrue hamda Offenburg va Bazel o'rtasidagi uchastkalarning qurilishi 1985 yildan keyin tugagan bo'lar edi .[12]

1970-yillarning birinchi yarmida rejalashtirish paytida hali ham Karlsrue va Bazel o'rtasida to'g'ridan-to'g'ri yangi chiziq katta yuk ko'targich bilan ta'minlangan (yuk mashinalarini yopiq tezyurar vagonlarda tashish uchun), u 1970-yillarning ikkinchi yarmida yangilandi .[13] 1979 yil iyul oyining o'rtalarida Deutsche Bundesbahn rejalari ushbu yo'nalish endi butunlay yangi yo'nalishdan iborat bo'lmasligini e'lon qildi. Buning o'rniga, yangi chiziq katta darajada mavjud chiziq yoniga joylashtirilishi kerak edi.[14]

1990 yilda har bir ish kunida 320 ta poezd mavjud yo'nalish bo'yicha harakatlandi (jami ikkala yo'nalishda ham).[15] 1992 yilda Offenburg va Bazel o'rtasidagi mavjud liniyada har bir yo'nalishda kuniga taxminan 130 ta poezd harakatlanardi. Ushbu yo'nalish, xususan, Bazel tomon ortiqcha yuklangan deb hisoblandi, u kuniga 110 ta poezdni o'tkazish imkoniyatiga ega deb hisobladi.[16] Federal transport infratuzilmasi rejasi (Bundesverkehrswegeplan) 1992 yil Offenburg janubidagi poezdlar sonining 133 poezddan (1992 yilgacha) kuniga va yo'nalish bo'yicha 190 poezdga ko'payishini bashorat qilgan.[17]

Rejalashtirish

Federal transport vazirligi tomonidan olib borilgan intermodal iqtisodiy va biznes tahlillari natijasida "Federal transport infratuzilmasi rejasi 1980 (BVWP 1980)" (Karlsruhe -) Rastatt - Offenburg - Bazel temir yo'li "qo'shildi.[18] Ning bir qismi sifatida Stufe I ("I daraja") BVWP 1980 yil, birinchi ish Rastatt va Offenburg o'rtasida 1990 yilgacha qurilgan yangi ikki yo'lli chiziq bo'lishi mumkin edi DM 960 million.[18][19] Bundan tashqari, rejada Offenburg va Bazel o'rtasida trekni takomillashtirish bilan uchta trekka ko'tarilish ko'zda tutilgan edi.[20] Loyihaga jami 2,5 milliard DM (1978 narxlari) sarmoya kiritilishi kerak edi.[13] 1980 yilgi Federal transport infratuzilmasi rejasida qo'shimcha yo'l ham ko'zda tutilgan[18] 1990 yildan keyingi davrda Offenburg va Bazel o'rtasida Stufe II ("II daraja").[20] 1980 yil oxirida rejalashtiruvchilar 1981 yilda birinchi rejalashtirishni tasdiqlash tartibini boshlashni nazarda tutdilar.[18] Yangilangan va yangi yo'nalish bo'yicha rejalashtirish guruhi 1981 yilda Karlsrue shahrida tashkil etilgan.[9] Karlsrue-Bazel uchastkasining mintaqaviy rejalashtirishni tasdiqlash tartibi 1983 va 1984 yillarda amalga oshirildi.[21]

1980-yillarning o'rtalarida Offenburg va Rastatt o'rtasidagi qism ayniqsa tirband bo'lgan. Ushbu tirbandlik orqali har kuni 290 atrofida poezdlar va eng yuqori kunlarda ko'proq harakatlanadi. O'sha paytdagi Deutsche Bundesbahn uchastkada tirbandlikni 30 foizga oshib ketgan deb ta'riflagan. Asr oxiriga kelib transport harakati kuniga 350 ta poyezdga ko'payishi kutilgan edi. O'sha paytda 70 km uzunlikdagi yangi temir yo'l liniyasi qurilishi ko'zda tutilgan edi Durmersheim va Offenburg 250 km / soat tezlikda ishlashga mo'ljallangan mavjud liniyaga parallel ravishda, Offenburg va Shliengen o'rtasida 200 km / soat tezlikda ishlash uchun modernizatsiya qilingan liniya quriladi (bu quvvatni maksimal darajada oshirish bo'yicha chora-tadbirlarni o'z ichiga olgan bo'lar edi), taxminan 20 kilometr uzunlikda Shliengen va Bazel o'rtasida yangi liniya quriladi va Offenburg janubidagi uchinchi yo'l uchun rejalashtirish ishlari olib boriladi. Loyiha qiymati 2,3 milliard DM ni tashkil etishi va 1995 yilda qurib bitkazilishi kerak edi foyda va foyda tahlili Federal transport infratuzilmasi rejasi bo'yicha umumiy Karlsrue-Bazel loyihasi uchun foyda va xarajat nisbati 5,4 ni tashkil etdi.[9]

Yerdan foydalanish va rejalashtirishni tasdiqlash jarayoniga tayyorgarlik 1984 yilda boshlangan.[6] Karlsrue-Offenburg uchastkasi uchun birinchi mintaqaviy rejalashtirish jarayoni 1984 yilning kuzida muvaffaqiyatli yakunlandi.[22] Batafsil rejalashtirish darhol boshlandi va 1985 yilda Achern hududini rejalashtirishni tasdiqlash jarayoni boshlandi. Ushbu marshrutning deyarli 80 foizini soatiga 200 km tezlikda ishlashga imkon beradigan modernizatsiya loyihasi yakuniga yetishi kerak edi. 1994 yilgacha mumkin.[23]

1988 yil fevral oyida Shliengen-Bazel bo'limi uchun mintaqaviy rejalashtirishni tasdiqlash jarayoni boshlandi.[24]

Federal transport infratuzilmasi rejasi 1985 yilda Karlsrue va Offenburg o'rtasida to'rtta yo'lni nazarda tutgan. Bazelda davom etadigan bo'limda mavjud bo'lgan ikkita trekning sig'imi yangilanadi va uchinchi trekka variant ko'rib chiqiladi.[25] Offenburg va Shliengen o'rtasida nisbatan kam ish olib, chiziqni 200 km / soatga yangilash mumkin edi.[21] 1985 yil BVWP-da "favqulodda talablar" qatoriga kiritilgan loyihalar bo'limiga "deb nomlangan narsalar" kiritilgan 1. Stufe der ABS / NBS Karlsruhe - Offenburg - Bazel ("Karlsruhe-Offenburg-Bazelning yangi bosqichi yangilandi va yangi yo'nalish") investitsiya qiymati 1,678 mln. DM. Rejalashtirishni o'z ichiga olgan bo'lim ikkinchi bosqich uchun 532 million DM ni taqdim etdi.[26]

Taklif etilgan yangi va takomillashtirilgan temir yo'l aloqalari tufayli Alp tog'lari (Shveytsariya va Italiya va Avstriya va Italiya o'rtasida), Karlsrue-Bazel uchastkasini rejalashtirish 1989 yilga kelib etarli quvvat uchun tekshirildi.[25] 250 km / soat tezlikda ikki yo'l bo'ylab harakatlanishni ta'minlash uchun mavjud liniyani modernizatsiya qilish 1985 yil Federal transport infratuzilmasi rejasida kelmagan bo'lsa-da, ushbu spetsifikatsiya rejalashtirishda allaqachon qabul qilingan edi.[15] Deutsche Bundesbahn 1989 yilda rejalashtirishni o'z zimmasiga oldi. Frayburg va Bazel o'rtasidagi uchastka uchun birlashtirilishi mumkin bo'lgan uchta guruh variantini ishlab chiqdi: Reyn vodiysi temir yo'li bo'ylab, avtobahn va aylanma yo'llar. 1990 yilgi rejalashtirish tadqiqotlari, variantga qarab, to'rt milliard DM atrofida, ortiqcha yoki minus 15 foiz miqdorida prognozlarni ishlab chiqardi. Frayburgdan 7,5 kilometrga qisqaroq va shaharga xizmat ko'rsatadigan marshrutni kesib o'tadigan yo'lovchilar tashish masalasini ko'rib chiqish. Frayburg - Kolmar temir yo'li O'shandan beri Xoxdorfda bekor qilingan. Frayburgning ushbu aylanma yo'li o'rniga faqat yuk poezdlari va Frayburgni chetlab o'tuvchi maxsus poyezdlar xizmat qiladi.[17]

1993 yil ikkinchi yarmida Reyn vodiysi temir yo'lining doimiy ravishda to'rtta yangilanishi 1992 yildagi Federal transport infratuzilmasi rejasi loyihasining elementi edi. Shveytsariyaning qarorini amalga oshirish bilan bir qatorda NRLA, binosi Betuverout Niderlandiyada, Avstriyaning 1989 yil 1-dekabrda tunda yuk mashinalarini haydashni taqiqlashi va joriy etish Yevropa Ittifoqi Ning ichki bozor 1993 yil 1 yanvarda temir yo'l yo'lovchilariga xizmat ko'rsatishni yaxshilash istagi uning qabul qilinishining asosiy sababi bo'ldi.[17] Uchinchi trassaning qurilishi quvvati etarli emasligi va ishdagi qiyinchiliklar tufayli bekor qilindi.[27]

1986 yil o'rtalarida JB hisob-kitoblarga ko'ra, agar qurilish keyingi yilda boshlanadigan bo'lsa, loyihani 1994 yilda yakunlash mumkin. Rastatt va Offenburg o'rtasida yangi chiziq quriladi va qolgan qismida Bazelga maksimal tezlik kamida 200 ga ko'tariladi. km / soat (vaqti-vaqti bilan chiziq yaxshilanishi bilan).[28]

Deutsche Bundesbahn kengashi 1986 yil dekabrda yangilashga ruxsat berdi.[21] 1987 yil 1-yanvarda u Karlsrue-Offenburg uchastkasining qurilishini ma'qulladi.[29] 1987 yil 21 yanvarda Federal transport vaziri Verner Dollinger, Moliya vaziri bilan kelishilgan holda, o'sha paytdagi Deutsche Bundesbahnning iltimosiga javob berdi va Bundesban qonunining 14.3c bo'limiga binoan 1985 yilgi Federal transport infratuzilmasi rejasi doirasida liniyani qurish uchun mablag 'ajratilishini tasdiqladi (Bundesbaxngesetz). Keyinchalik xarajatlar taxminan 2,3 milliard DM ga baholandi; rejalashtirishni tasdiqlash jarayoni hali boshlanmagan bo'lsa-da, qurilish 1987 yilda boshlanadi. Qurib bo'lingandan so'ng, Gamburg va Bazel o'rtasidagi sayohat vaqti ikki soatga qisqartirilib, besh yarim soatgacha etib borar edi. Karlsrue va Offenburg o'rtasidagi maksimal tezlik soatiga 250 km ni tashkil qiladi.[30] Mavjud Reyn vodiysi temir yo'li Karlsruhe va Offenburg o'rtasida 160 km / soat tezlikda ishlash uchun yangilanadi.[15]

1987 yil dekabrda birinchi rejalashtirishni tasdiqlash (4-bo'lim uchun) yakunlandi. Xuddi shu oyda yangi ko'prik uchun birinchi qoziq surildi Acher. 1990 yil boshida rejalashtirishni tasdiqlash uchun uchta bo'lim ko'rib chiqildi.[15]

1988 yilda Offenburg va Bazel oralig'idagi qismni ikki yo'l sifatida qoldirish rejalashtirilgan, lekin uni maksimal samaradorlik va soatiga 200 km tezlikda ko'tarish kerak edi. Uzoq muddatli variant uni uchta trekka yangilash uchun ochiq qoladi.[31] 1990 yilda Deutsche Bundesbahn allaqachon to'rt bosqichli uzluksiz yangilanishni ko'rib chiqayotgan edi.[32] Shveytsariya parlamenti 1991 yilda ushbu qarorni qabul qilish to'g'risida qaror qabul qilganida NRLA Loyiha, shuningdek, Offenburgning janubidagi chiziq to'rtta doimiy yo'l bilan tiklanadi deb taxmin qildi.[33]

1996 yil 6 sentyabrda,[34] shartnoma imzolandi Lugano Shveytsariyaning Federal transport va energetika boshqarmasi boshlig'i va Germaniya Federativ Respublikasi transport vaziri o'rtasida Shveytsariya Alplari orqali yangi temir yo'lga yaqinlashish liniyasining ishlashini ta'minlash. Germaniya va Shveytsariyadagi ishlarning borishi to'g'risida muntazam ravishda Germaniya-Shveytsariya boshqaruv qo'mitasiga xabar beriladi.[35]

1998-2003 yillarda trekni yangilash uchun federal mablag'lar ajratilmagan. Dastlab erdan foydalanish va rejalashtirishni tasdiqlash jarayoni davom etdi.[36] 1999 yil kuzida, byudjet cheklovlari tufayli Offenburg va Bazel o'rtasidagi to'rt baravarlik hozircha amalga oshirilmasligi e'lon qilindi. Hali boshlanmagan barcha choralar keyinga qoldirildi va ehtiyojlarni yangi baholash va baholash amalga oshiriladi. Avvalgi baholash bo'yicha mavjud liniyani yangilash, shu jumladan uni jihozlash CIR-ELKE (o'tgan asrning 90-yillarida Deutsche Bundesbahn tomonidan ishlab chiqarilgan kompyuterlashtirilgan operatsiyalar va temir yo'llarni boshqarish endi almashtirilgan shakli) faqat yangi Alp tog'lari o'tishidan to'liq foydalanish bilan kerak bo'ladi. Offenburgning shimolidagi chiziq qismida tejamkorlik choralari ta'sir ko'rsatmaydi.[37] 2000 yil iyun oxirida, JB Netz Offenburg-Niedershopfheim, Schliengen-Eilmeldingen va Haltingen Weil am Rhein bo'limlariga ehtiyojlarini o'rganib chiqdilar.[38]

JB va SBB 2002 yil oxirida qayta tekshirilishini e'lon qildi Xoxraynni aylanib o'ting ("Yuqori Reynni aylanib o'tish") texnik-iqtisodiy asoslash 1993 yil oxirida Bazel hududida imkoniyatlarni kengaytirish imkoniyatlarini aniqlash uchun amalga oshirildi.[39] 2007 yil 3 iyuldagi 7.3-bo'lim uchun rejalashtirishni tasdiqlash tartibi joriy etilishi bilan Offenburg va Vayl-am-Reyn o'rtasidagi barcha uchastkalarda qurilishni tasdiqlash so'raldi.[40] 2013 yil 4 martda loyihaning maslahat kengashi bir ovozdan nomlanganlarni tanladi Bürgertrasse ("fuqarolarning marshruti") orqali Markgräflerland shuningdek, Frayburgni yuk poezdini aylanib o'tishda shovqinni boshqarish bo'yicha qo'shimcha chora-tadbirlarni amalga oshirish.[41]

Karlsrue va Bazel o'rtasida yo'lovchilarga xizmat ko'rsatish uchun taxminiy sayohat vaqtini qisqartirish 31 daqiqani tashkil etadi.[6] Rejalashtirilgan sayohat vaqti 69 minutni tashkil qiladi. Ushbu yo'nalish bo'yicha mintaqaviy xizmatlar ham yaxshilanadi.[42]

2009 yilda,[3] federal va shtat transport departamenti vakillari, tuman ma'murlari, mahalliy siyosatchilar va fuqarolar guruhlari ishtirokida loyiha bo'yicha maslahat kengashi tashkil etildi.[41]

Besh yillik muhokamadan so'ng Projektbeirat Rheintalbahn ("Reyn vodiysi temir yo'l loyihasi bo'yicha maslahat guruhi") o'zining o'ninchi va so'nggi uchrashuvini 2015 yil 26 iyunda o'tkazdi.[43] Mavjud rejadagi o'zgarishlar shovqinlarni pasaytirish bo'yicha qonuniy talablardan 2 milliard evroni tashkil qildi.[44] Offenburg va - o'rtasida ikki tomonlama yuk tashish liniyasi bo'lgan Offenburg tunnelini qurishga rozi bo'ldi Riegel, Gyugelsheim va. o'rtasida qo'shimcha shovqindan himoya Auggen va Gyugelsxaymdagi temir yo'l tutashuvi uchun mo'ljallangan dizayn.[45]

Qurilish

Dyurmersxaym hududida yaqinlashish liniyasining pastki bosqichi allaqachon tugatilgan

1987 yil 12-dekabrda Rastatt-Offenburg qismida qo'shimcha ikkita trekni qurish ishlari boshlandi Achern stantsiyasi o'sha paytda huzurida Kantsleriya Vazir Wolfgang Schäuble.[9][24] Ish boshlandi Byul / 1988 yil dekabrda Ottersweier hududi.[27]

Karlsrue va Rastatt o'rtasidagi yangi liniyaning parallel qurilishi bilan birgalikda qurilgan yangi trassada 2006 yil oxirida 7,5 kilometrdan ortiq masofada tuproq ishlari yakunlandi. federal avtomobil yo'li 36. U qadimdan filiallar Reyn temir yo'li Bashaide shahrida blok post yaqin Durmersheim ga yaqinlashish bo'yicha kelajakdagi truba qurilishining taxminiy boshlanishiga qadar ishlaydi Rastatt tunnel janubida Ötigxaym. Avtomobil va temir yo'l yo'llari tabiiy zamin darajasidan pastroqda qurilgan.

Ishga tushirish

Byhl va Achern o'rtasidagi birinchi to'qqiz kilometrlik qism 1993 yil mart oyida foydalanishga topshirilgan. Janubiy yo'nalishdagi yo'l 7 mart kuni rejalashtirilgan transport harakati uchun va 28 martda shimoliy yo'l ochilgan. Oldingi yo'llardan transport harakati o'tkazilgandan so'ng - 160 km / soat tezlikda o'zgarmagan tezlikda - asl yo'nalish yangi yo'llar bilan qayta tiklandi.[46][47]

Buhl va Offenburg o'rtasidagi qism 2001 yil iyun oyida foydalanishga topshirilgan.[48] 2003 yil o'rtalarida butun loyiha 2012 yilda yakunlanishi kutilgandi.[49]

To'qqiz yillik qurilish va 260 million evro miqdoridagi sarmoyadan so'ng, Rastatt Syud va Buhl o'rtasidagi 20 km uzunlikdagi yo'l 2004 yil 12 dekabrda vaqt jadvalining o'zgarishi bilan foydalanishga topshirildi. To'rtta yangi stantsiyalar (Baden-Baden Xaueneberstayn, Baden-Baden Rebland) , Sinzxaym va Sinzxaym Nord) yangi bo'limida va yangi qismida ochildi Karlsruhe Stadtbahn xizmat (S4) Baden-Baden va Achern o'rtasida tashkil etilgan.[48] Shunday qilib, yangi liniyaning jami 43 km qismi qurib bitkazildi. O'sha paytdagi umumiy investitsiyalar 1,2 milliard evroni tashkil etdi.[48]

ICE va yuk poezdi bilan Katzenberg tunnelidan birinchi ochilish (2012 yil 4-dekabr)

Katzenberg tuneli 2012 yil dekabr oyida foydalanishga topshirilgan.

2015 yil iyul oyida loyiha uchun javobgarlik boshqalarga o'tkazildi JB ProjektBau ga JB Netz.[50]

Outlook

Hech bo'lmaganda janubda Bazelga tutashgan Katzenberg tunnel qismi ochilishi uchun o'z vaqtida foydalanishga topshirildi. Gotthard asosidagi tunnel 2016 yilda.[51] Federal hukumatning fikriga ko'ra, Reyn vodiysi temir yo'lining parcha-parcha yangilanishi kerak bo'lganda liniyada transport harakati o'sishi uchun etarli quvvatni ta'minlaydi.[52] Federal transport vazirligining ma'lumotlariga ko'ra, taraqqiyot 2022 yilga qadar Offenburg va Riegel / Kenzingen o'rtasidagi 40 kilometrlik qismdan tashqari to'rtta yo'lni yangilashni qo'llab-quvvatlaydi. Bu shuni anglatadiki, loyihaning to'rtdan to'rt qismi amalga oshirilgan.[53]

Frayburg Hauptbahnhof

Federal transport infratuzilmasi rejasining prognozi shuni ko'rsatadiki, har kuni Offenburg-Bazel qismida shaharlararo qatnovda 38 juft poyezd qatnaydi. Yuk transportida kundalik shimoldan janubga 137, janubdan shimolga 147 poyezd harakatlanishi kutilmoqda. Bugingen va Bazel o'rtasidagi qismida shimoldan janubga 138 va janubdan shimolga 148 poyezd harakatlanishi kutilmoqda.[7] Germaniya hukumati 2025 yilda Reyn vodiysi temir yo'lining eng tiqilinch qismida kuniga 335 ta poezdni olib o'tishini kutmoqda. 2015 yilgi Federal infratuzilma rejasi taqdim etilganda 2030 yilga prognoz kiritilishi kerak.[3]

2013 yil dekabr oyida, Deutsche Bahn rejalashtirishni tasdiqlash bo'yicha 9.0 dan 9.3 gacha bo'lgan qismlarida bir qator qurilish loyihalari uchun umumiy qiymati 200 million evroga teng bo'lgan tenderlarni taklif qilish niyatini e'lon qildi.[54]

Federal hukumat, agar ikkita asosiy talab, agar Offenburg tunnel va Frayburg atrofidagi Autobahn 5 yonidagi qism qoldirilgan.[3]

Karlsrue-Rastatt bo'limi

2007 yildagi rejalashtirish holatiga ko'ra, Karlsrue va Rastatt o'rtasidagi 1-bo'lim 2011 yilga qadar qurib bitkazilishi kerak edi.[6] Federal hukumat 2007 yilda rejalashtirishni tasdiqlagan holda yillik investitsiyalarni sezilarli darajada oshirishni taklif qildi.[7] 2010 yil oktyabr oyiga qadar loyihaning alohida bo'limlari uchun mablag 'ajratilmagan edi.[55] Loyihaning umumiy qiymati 2010 yil aprel oyida 5.734 milliard evroni tashkil qildi.[35]

Moliyaviy cheklovlar tufayli 2010 yilda Rastatt hududida qurilish ishlari hali ko'zga tashlanmagan edi. Baden janubidagi uchastkada byudjet mablag'lari cheklanganligi sababli ish diqqat markazida edi. 2009 yil boshida Rastatt tunnelining o'n yillik rejasini qayta ko'rib chiqishga va 2011 yil boshida qurilishni boshlashga qaror qilindi. Bu iqtisodiy rag'batlantirish II to'plamidan moliyalashtirilishi kerak edi. Loyihaning yuqori moliyaviy talablari va uzoq davom etganligi sababli, keyinchalik u rag'batlantiruvchi paketdan ajratildi.[35]

2012 yil 24 avgustda, Federal transport, qurilish va shaharsozlik vazirligi va Deutsche Bahn loyihaning eng shimoliy qismi uchun 693 million evro miqdorida moliyaviy bitimni imzoladilar. U chiziqning 16 km uzunlikdagi shimoliy qismini, shu jumladan, 4,27 km uzunlikdagi Rastatt tunnelini qamrab oldi.[56]

Offenburg - Katzenberg tunnel qismi

Offenburgdan to asosan yuklarni tashiydigan yangi yo'nalish quriladi Buggingen, o'rtada Frayburg va Bazel o'rtasida joylashgan. Offenburgdan biroz shimoldan boshlanadi va Offenburg ostidan o'tish uchun tunneldan foydalaniladi. U hozirgi chiziqdan g'arbga alohida yo'nalishda harakat qiladi. Offenburg va Buggingen o'rtasidagi mavjud liniya mavjud yo'llarda 250 yoki 200 km / soat tezlikda kuchaytiriladi. Ba'zi bo'limlar to'rt martalik trekka kengaytiriladi. Buggingen va Katzenberg tunnellari oralig'ida chiziq to'rt baravargacha kengaytiriladi, ikkita yo'l soatiga 250 km. Xuddi shu narsa Katzenberg tunnel va Bazel o'rtasida ham amal qiladi. Turli xil poezdlarni qayta yo'naltirish tufayli ba'zi qisqaroq uchastkalar oltita yo'lga ega bo'ladi.[57]Offenburg stantsiyasining janubida tezligi 80 km / soat bilan cheklangan radiusi 300 dan 400 metrgacha bo'lgan keskin egri chiziq mavjud.[27] Deutsche Bahn Offenburgda hozirda rejalashtirilgan yuk poezd tunnelini qurish imkoniyatini o'rganib chiqdi. Dastlab marshrutni aniqlash kerak edi, so'ngra qidiruv burg'ulashlari amalga oshirildi. Shuningdek, Offenburg va Riegel o'rtasida Avtoban bilan parallel harakatlanadigan yo'nalish ko'rib chiqildi. Ikkala tadqiqotning qiymati, jami 1,3 million evro, JB va Baden-Vyurtemberg shtati o'rtasida teng taqsimlandi.[58] Endi qo'shimcha xarajatlar, variantga qarab, 450-780 million evroni tashkil qildi. Federal transport vazirligi Baden-Vyurtemberg shtatidan ushbu xarajatlarning yarmini qoplashni so'radi. Davlat bu talabni rad etdi.[53] Deutsche Bahn-ga ko'ra, Avtoban bilan parallel harakatlanadigan yo'nalishda kelishuv mavjud emas.[59] Matbuot xabarlariga ko'ra, ushbu variantning qo'shimcha narxi (dastlab taklif qilinganidek hozirgi chiziq yonidagi yo'nalish bilan taqqoslaganda) 300 million evroni tashkil qiladi.[60]

Rejalashtirishni tasdiqlash bo'yicha 9.0 - 9.2 bo'limlari bo'yicha qurilish ishlari uchun shartnomalar 2012 yil oxirida imzolanishi kerak edi. Shartnomalar qiymati 200 million evroga baholandi.[61]

Bilan birlashtirilgan bir qator fuqarolarning tashabbuslari "Interessengemeinschaft Bahnpr" Ober-und Hoch-Rhein-ga qarshi sinov o'tkazadi ("Temir yo'lning noroziligini jamoatchilik Yuqori va Yuqori Reyn ”; qisqartirilgan IG BOHR) Baden 21 deb nomlangan, muqobil yondashuvni taqdim etdi; Buni qo'llab-quvvatlash uchun 172000 imzo to'plandi.[58] Deutsche Bahn tomonidan taqdim etilgan byudjet bo'yicha taklif qilinadigan chora-tadbirlarning kümülatif xarajatlari 900 million evroni tashkil etdi.[35]

2012 yil 5 martda loyihaning maslahat kengashi, deb nomlangan narsaga rozi bo'ldi Bürgertrasse ("fuqarolar marshruti"), shu jumladan, Frayburgning Kenzingen va Buggingen shuningdek, o'zgarishlar Myulxaym (Buggengen tutashuvini janubga ko'chirish) 2020 yilga qadar amalga oshiriladi. Shovqin va landshaftni muhofaza qilish bo'yicha qonunchilik talablaridan 250 million evroga teng bo'lgan xarajatlar (odatda Germaniyada temir yo'l loyihalariga beriladigan 5 dB miqdoridagi mablag 'yo'l loyihalariga nisbatan) ushbu bo'limga e'tibor berilmagan), federal hukumat va Baden-Vyurtemberg shtati tomonidan teng ravishda taqsimlanadi. Ushbu xarajatlarning 84 million evroi Frayburgni aylanib o'tish yo'lida va 166 million evro qolgan yo'nalishda amalga oshiriladi.[62]

2013 yil 4 martda loyiha maslahat kengashi Deutsche Bahn-ni dastlab rejalashtirilgan yer usti yo'nalishini rejalashtirishdan voz kechishga chaqirdi. Deutsche Bahn ushbu tunnel uchun mablag 'ajratilishi bilanoq ushbu tavsiyani amalga oshirish rejalarini e'lon qildi.[41]

Loyiha bo'limlari bo'yicha rivojlanish

Loyiha to'qqiz qismdan iborat va 21 ta rejalashtirishni tasdiqlash bo'limlari (shahar va tuman chegaralariga muvofiq):[6]

  • 1-bo'lim: Karlsrue –Rastatt -Süd (km 60.66-100.87): rejalashtirilgan 24.3 km. Rejalashtirishni tasdiqlash jarayoni 1990 yil 27 iyunda boshlangan.[63]
    • 1.0-bo'lim: rejalashtirishni tasdiqlash faqat temir yo'l o'tish joylarini olib tashlash uchun talab qilingan.[64]
    • 1.1 bo'lim:[64] soatiga 250 km ga qo'shimcha ikkita yo'l qurilishi.[63]
    • 1.2-bo'lim: Rastatt maydoni, shu jumladan Rastatt tunnel:[64] Rasmiy poydevor qo'yish marosimi 2013 yil 30 iyulda bo'lib o'tdi.[65] 693 million evroga baholangan ushbu bo'lim 2022 yilda qurilishi kerak.[56]
  • 2-bo'lim: Rastatt-Süd–Sintsgeym (km 100.87–114.37): 13,5 km (ochiq).
  • 3-bo'lim: Byul –Ottersweier (km 114.37–121.75): 7,4 km (ochiq).
  • 4-bo'lim: Achern –Sasbax (km 121.75–130.53): 7,8 km (ochiq); ushbu bo'lim uchun reja 1987 yil dekabrda tasdiqlanganda, bu butun loyihada yakunlangan birinchi reja edi.[15]
  • 5-bo'lim: Renchen –Appenveyer (km 130.52–140.16): 9,6 km (ochiq); rejalashtirish qarori 1992 yil iyulda yakunlandi.[66]
  • 6-bo'lim: Appenweier–Offenburg (km 140.16–145.48): 5,3 km (ochiq)
  • 7-bo'lim: Offenburg–Herbolsheim (km 145.48–178.00): 32.6 km (rejalashtirilgan)
    • 7.1-bo'lim: Offenburg Syd-Hohberg (taxminan 8,7 kilometr): mavjud Reyn vodiysi temir yo'li bilan chambarchas "bog'langan". Offenburg va Muhlbax o'tish joyi (Offenburg janubida) o'rtasida yo'lovchilar savdosi hozirgi yo'nalishda qayta tiklangan yo'llardan foydalanadi; Mühlbaxdan mavjud treklarning shimoli-g'arbiy qismida yangi yo'llar quriladi va shaharlararo transportda foydalaniladi. Offenburgdagi dizayn tezligi cheklangan sharoitlar tufayli soatiga 80 dan 200 km gacha; Albersbosh / Hildboltsweierdagi egri chiziqdan janubda, yuqori tezlikda harakatlanadigan yo'nalish soatiga 250 km ga mo'ljallangan. Mintaqaviy rejalashtirish protsedurasi 2002 yil may oyida yakunlandi. Natijada yangi Reyn vodiysi temir yo'li bilan uzluksiz bog'lash (tanilgan) Bundelungstrasse A3) 2007 yil may oyida rejalashtirishni tasdiqlash uchun taqdim etilgan ishlab chiqilgan loyihaning asosi sifatida ishlatilgan. Umuman olganda, ta'sirlangan taxminan 4000 ta turar joy uchun 10,4 kilometr shovqin to'siqlari va passiv shovqindan himoya qilish rejalashtirilgan. Offenburgda ovoz yalıtımından tashqari, hech qanday o'zgartirishlar kiritilmagan.[67] Rejani ishlab chiqish paytida 2008 yil yozida 46000 ta xususiy e'tirozlar qabul qilindi; bu haqda Deutsche Bahn 2010 yil mart oyida xabar bergan.[68] Deutsche Bahn 2008 yil oxirida rejalashtirish to'g'risida qaror 2011 yilda qabul qilinishini kutgan edi.[67] Vakolatli organ Frayburg ma'muriy okrugi 2011 yil 18 yanvardagi rejalashtirishni tasdiqlash protsedurasi doirasida o'tkazilgan tinglovda ariza hujjatlarini tasdiqlash mumkin emasligini e'lon qildi. Taqdim etilgan reja to'liq bo'lmagan, qisman noto'g'ri va amaldagi qonunchilikka zid edi. Taqdim etilgan variantning o'zi, hatto modifikatsiyadan keyin ham tasdiqlanishi mumkinmi yoki yo'qmi, shubhali edi.[69] 2012 yil 19-noyabrda Offenburgdagi tunnel odatda amalga oshirilishi mumkinligi e'lon qilindi.[70] 2016 yil 26 martda Deutsche Bahn Evropa miqyosidagi tanlovda ushbu bo'lim uchun dizayn xizmatlarini e'lon qildi. Asosiy baholash bosqichi va dastlabki loyihalash bosqichi 2017 yil yanvaridan 2018 yil avgust oyining oxirigacha amalga oshirilishi kerak. Loyihalashning keyingi bosqichi va rejalashtirishni tasdiqlash bosqichi tanlov sifatida 2018 yil sentyabridan 2024 yilning iyunigacha va 2025 yil sentyabrdan 2036 yil dekabr oxirigacha batafsil loyihalashtirilgan. Shartnoma 2024 yil iyun oyi oxiri va 2025 yil sentyabr oyi oxirigacha tuzilishi rejalashtirilgan.[71]
    • 7.2-bo'lim: Hohberg–Frizenxaym (km 154.2 dan 161.2 gacha): mavjud bo'lgan va yangi qurilgan yo'llar (250 km / soat davomida) chambarchas bog'langan; turli yo'llarning markazlari bir-biridan 8,1 metr masofada joylashgan; da mumkin bo'lgan yangi stantsiya saytidagi chiziqda Niederschopfheim yo'llar bir-biridan 11,4 metr masofada bo'ladi (orol platformasi uchun joy ajratish uchun). Frizenxaym stantsiyasi qayta qurilishi kerak. Ushbu uchastkada olib borilgan ishlar mavjud temir yo'l inshootlarini modernizatsiya qilish deb hisoblandi va bu mintaqaviy rejalashtirish jarayonini boshlashni talab qilmadi; JB muqobil yo'nalishlar to'g'risida ma'lumot bermadi. JB ma'lumotlariga ko'ra shovqindan himoya qilish choralari mavjud yo'llarni qamrab olganligi sababli, ular mahalliy aholining yukini kamaytiradi. Rejalashtirishni tasdiqlash tartibi 2003 yil oktyabr oyida boshlangan; 2006 yilda rejalashtirish to'g'risidagi qaror 2008 yoki 2009 yillarda chiqarilishi kutilgan edi.[72] Jamoatchilik tinglovi o'tkazildi.[64]
    • 7.3-bo'lim: Lahr –Mahlberg (km 161–172): ushbu qismda, shuningdek, mavjud bo'lgan ikkita yo'lni almashtirib, to'rtta yo'l bilan mavjud chiziq qayta qurilishi kerak edi. Yangi treklar mavjud Reyn vodiysi temir yo'lining g'arbiy qismida qurilgan va soatiga 250 km ga mo'ljallangan bo'lishi kerak edi. JB muqobil yo'nalishlar to'g'risida ma'lumot taqdim etmadi. Orchweier stantsiya yangi orol platformasi va yangi er osti yo'lini oladi; yangi siding ham quriladi.[73] 2007 yil 3 iyulda Deutsche Bahn 10,9 kilometrlik uchastkaning rejalashtirishni tasdiqlovchi hujjatlarini taqdim etdi.[40] Tinglovlar 2008 yil oxirida bo'lib o'tdi. Rejalashtirishni tasdiqlash to'g'risida qaror 2008 yil oxiridagi JBning rejalashtirish holatiga ko'ra 2011 yilgacha qabul qilinishi kutilgan edi.[73]
    • 7.4-bo'lim: Ettenxaym –Herbolsheim (km 172.1–178.0): dastlabki chiziqni (sharqqa) va yangi yo'nalishni (g'arbga) bog'lash mintaqaviy rejalashtirish jarayoni yoki muqobil yo'lni taqdim qilmasdan davom etmoqda (yuqoriga qarang). In Ringsxaym Ikki ichki yo'lning markazlari orasidagi masofa 8,1 dan 21 m gacha ko'tarilib, mahalliy egri chiziq 250 km / soat tezlikda o'tishi mumkin. Ringgeym va Herbolsheym stantsiyalari tiklanishi kerak (tashqi platformalar o'rniga orol platformasi bilan). Rejalashtirishni tasdiqlash tartibi 2003 yil avgustda boshlangan; 2006 yilda rejalashtirishni tasdiqlash to'g'risidagi qaror 2008 yoki 2009 yillarda kutilgan edi.[74] Jamoatchilik tinglovi o'tkazildi.[64]
  • 8-bo'lim: Kenzingen –Heitersheim (km 178.00–222.40): 44.4 kilometr (rejalashtirilgan)
    • 8.0-bo'lim: Herbolsheim –Riegel (km 178.00–184.50): shimolda tezyurar yo'llarni va yuk yo'llarini parallel yo'naltirish, janubda (km 182) temir yo'l yuklari uchun 160 km / soat tezlikda harakatlanish uchun mo'ljallangan (4280 yo'nalish). Reyn vodiysi temir yo'lining yonidan o'tadigan Frayburg Bucht ("Frayburg ko'rfazi") aylanib o'tish yo'liga. A 5 185 km dan.[75] Loyihalash tezligi soatiga 130 dan 250 km gacha.[76] Rejalashtirishni tasdiqlash 2004 yil may oyida qo'llanilgan.[75] Jamoatchilik tinglovi o'tkazildi.[64]
    • 8.1-bo'lim: Riegel-Mart (km 184.50-195.889): A 5. 8.1 kilometrlik shovqin to'siqlariga yaqin joyda qurilgan yangi yuk tashish liniyasi quriladi. Rejalashtirishni tasdiqlash tartibi 2006 yil dekabrda boshlangan; 2009 yilda rejalashtirish qarori 2012 yilda kutilgan edi.[77] Dizayn tezligi 160 yoki 200 km / soat.[76] Rejalashtirish taklifi 2014 yil oxirida qayta yuborildi Federal temir yo'l idorasi. 2014 yilda JB qurilishning 2020 yilgacha boshlanishini kutmagan edi. Umumiy qiymati 100 million evroni tashkil qiladi.[78]
    • 8.2-bo'lim: Frayburg -Shallstadt (km 195.889–212.875): Frayburger Byuxtni aylanib o'tish yo'li A (yonida yugurib) bilan 5. "rejalashtirilgan" Mengen tunnel (1.956 m; km 209 dan 211 gacha) Alemannenbuck ostidan o'tadi ("Alemanni Munzingenning g'arbiy qismidagi toqqa ") tizmasi. A 5 dan uch qatorgacha bo'lgan har bir qatnov qismining yangilanishi rejalashtirish paytida hisobga olingan.[79] Dizayn tezligi 160 yoki 200 km / soat.[76] Rejalashtirishni tasdiqlash protsedurasi 2006 yil dekabrida boshlangan va 2010 yil fevralida uni 2012 yilda yakunlash kutilgan edi.[79] The public hearing had not been held as of May 2010.[64]
    • Section 8.3: Yomon Krozingen –Heitersheim (km 212.875–222.571[79]): return the goods railway bypass to the Rhine Valley Railway alignment from the alignment parallel with the A5 in largely flat terrain and possibly further south.[80] The design speed is 160 or 200 km/h.[76] The planning approval procedure had been initiated (as of 2006).[80] The public hearing has been held.[64] The federal and state governments are financing the additional cost of a so-called Bürgertrasse ("citizens route").[59]
      The section has now been divided into two sections 8.3a and 8.3b.[59] In 2013, new zoning section 8.4 was formed, comprising the bulk of the former section 8.3. U shimoldan boshlanadi Tunsel and ends in the Müllheim area. From Tunsel to the Buggingen area, the line will run in a cutting and in Hügelsheim the line will run close to the Rhine Valley Railway. Deutsche Bahn planned to submit the documents for the planning approval procedure in 2015 (as at the end of 2013).[81]
  • 9-bo'lim: Buggingen –Bazel (km 222.40–271.61) (in operation/under construction, 37.4 kilometres); the section was divided in the mid-1990s; between 1990 and 1996, no planning work was carried out due to a lack of available funds.[82]
    • Section 9.0: Buggingen–Auggen: grade-separated connections to the Freiburg freight bypass in the west and the passenger tracks at Buggingen station.[83] The planning approval request was initiated in August 2003.[84] The public hearing has been held.[64] The section has been divided into two sections (9.0a and 9.0b). While planning for the northern part of section 9.0a is being revised to implement the "citizens route", the financing agreement was signed on 21 January 2013 for the southern section 9.0b, stretching from Müllheim to Auggen. In this six-kilometre section, two additional tracks are to be built to the east of the existing line. The planning decision was expected in the summer of 2013. The Federal Government and Deutsche Bahn are to invest €200 million in it.[85] The completion of the preliminary design was announced at the end of May 2013.[86] In 2014, the Baden-Württemberg Ministry of Transport suggested the lowering of the route between Buggingen and Müllheim to increase noise abatement. The additional cost of the proposal, which will benefit a maximum of 300 households, was later estimated to be from €240 to 300 million.[60]
    • Section 9.1: the planning approval for the 21 km-long section (including the Katzenberg tunnel ) was applied for in 1997.[84] The planning approval was issued on 22 November 2002.[87] The first works began in December 2002.[84] A number of complaints from neighbouring communities, citizens and businesses against the planning decision were dismissed by the Administrative Court of Baden-Württemberg at the end of January 2004.[87] The section was opened in December 2012.
    • Section 9.2: Haltingen–Weil am Rhein: parallel routing of long-distance traffic (east side) and freight railway (west side) on the five-kilometre[64] long section. North of Haltingen the regional passenger tracks separate from the freight tracks running to the south. South of Weil the regional tracks connect with the mainline tracks of the Rhine Valley Railway. Both of the junctions with the regional tracks are grade-separated with climbs of up to 4.0 percent. In Haltingen, long-distance passenger traffic overtakes freight traffic, especially freight trains running to and from the Katzenberg Tunnel. In addition, line 4411 (Weil am Rhein–Bazel Badischer Bahnhof ) passes under the line in Weil. West of the freight line there is an extension of the Basel marshalling yard (six tracks with a useful length of 750 metres and three locomotive storage tracks), partly on German and partly on Swiss territory.[88] Planning approval for this section was applied for in 2000.[84] The substantially changed route adopted in 2005, meant that a new planning approval had to be applied for.[84] The planning approval was finalised on 1 February 2010.[89] Pre-construction work started on 8 February 2010. The remaining construction work between Weil and Haltingen was scheduled to begin in August 2010.[90] Numerous route alternatives had been examined for this section. The work was scheduled to be completed by 2012. During the final stage, a total of ten kilometres of noise barriers were built, which were up to five metres high, to reduce noise levels, compared to the pre-existing situation, by up to 19 dB (A).[64] Other improvements for this section were still being considered (as of October 2010).[58]
    • Section 9.3: Basel.[88] The 3.1 km-long section runs from the German-Swiss national border via the Badischer Bahnhof (Baden line station in Basel) to the northern bank of the Rhine.[91] This connects with the new Basel Rhine Bridge, which was taken into operation in October 2012.[92] Planning approval has been applied for and the funding has been secured (as of May 2013).[53] Deutsche Bahn intends to submit the finalised planning application to the Swiss Federal Office of Transport (Bundesamt für Verkehr) in the second quarter 2014; construction is scheduled to start at the end of 2015 (as of February 2014).[91] The planning approval process is being conducted under Swiss law.[92]

Costs and Financing

In 2013, Deutsche Bahn estimated that the cost of the project would be €6.172 billion in April 2013 prices.[3] €2.27 billion had been spent on it up to the end of 2014.[3] DB’s estimate had increased to €7.1 billion in mid-2015.[5]

The costs were estimated in mid-2012 as amounting to €5.7 billion, plus a little more than €1 billion for planning costs.[93] According to the Federal Government in January 2013, the future resource requirements would amount to about €3.66 billion. Of these, around €1.23 billion is attributable to sections that are ready for construction or under construction, that is planning approval sections 1, 9.0b, 9.1, 9.2 and 9.3.[52]

At the end of 2007, the total cost was expected to be around €4.5 billion. Approximately €4.2 billion of which would come from the federal government, about €250 million from Deutsche Bahn’s own funds and about €50 million through construction grants from third parties such as the Yevropa Ittifoqi.[6] By mid-2005 about €1.6 billion had already been spent. The project was included in the Federal Transport Infrastructure Plan 2003 as a “priority need”. The bulk of the financing was provided by the federal government. €108 million was invested in 2006.[94]

In the spring of 2005, the federal government announced an additional €500 million for railway projects by 2008, including upgrades and new construction.[95] In 2008, €75.4 million was spent on the project. Previously incurred costs added up to €1,789 million.[96] In 2010, €99.71 million was invested, giving an estimated cumulated cost of €5.743 billion.[97] The estimated total cost had risen to €6.172 billion in 2012.[98] By mid-2010 about €1.8 billion had been invested in the project.[64]

Deutsche Bahn justified the cost increase over the estimated cost of 2003 (€4.5 billion) as an acceptable variation from the nominal value of the construction cost at the planned completion (around €580 million), changes in specification due to changed policies and adjustments as a result of the planning approval process (approximately €520 million) and additional construction work between Rastatt and Offenburg (about €100 million).[64] €1.3 billion was spent on the completed section between Rastatt Süd and Offenburg.[42]

In mid-September 2010, the financing agreement was signed for sections 9.2 and 9.3, with a total length of 8.5 km, for a total of almost €400 million (covering planning and construction costs).[99] According to the federal government, financing had also been secured for section 9.3 (Badischer Bahnhof). This was awaiting approval by the Swiss authorities in October 2011.[100]

Part of the project's finances came from a fund of around €1 billion that had been set aside to be invested from 2012 to 2015 for additions to the rail network. These funds, in turn, came in part from the dividend that has been paid by Deutsche Bahn to the Federal Government since 2011.[101]

In 2010, about €56 million was invested in the project; in 2011, about €94 million; in 2012, about €88 million; in 2013, about €69 million; and in 2014, about €74 million (preliminary estimate).[3] In 2012 and 2013, the European Union contributed with a total of €33.7 million.[102] During the current funding period to 2015, the EU is likely to participate with almost €90 million in finance. This would correspond to about ten percent of project costs during this period.[78] €350 million have been earmarked by 2020.[103]

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