“According to the current status, there is no impairment of the Attelleite FFH area.” This statement by project manager Christian Tradler at the Ebersberger Hearing is not a preliminary decision for the so-called Bürgertrasse as the fifth option north of the Brenner Pass. But one of great news value: The FFH context has so far been considered a major uncertainty factor in the joint plans of Andreas Brandmaier from Niclasreuth and Brucker Mayor Josef Schwäbl (CSU). And that wasn’t the only clarification on Tuesday night.
If you like, the hearing in the Sparkasse hall in Ebersberg was a kind of citizens’ meeting. Only that not a mayor gave the lecture and then answered questions. But the planners from DB Netz AG – namely for the burner feed section between Grafing station and Ostermünchen. As is well known, the decision on the exact course will be made in the summer. Then when the decision on the preferred route has been made at the railways and the same is submitted to the Bundestag for approval.
Things such as interventions in nature, maintenance costs, infrastructure to be laid and land use are weighted
The specifications for the section between Grafing Bahnhof and Ostermünchen have long been formulated: in addition to the existing two-track line, a new two-track line is to be planned for fast long-distance passenger and freight traffic. Maximum gradient on the open road: 12.5 per thousand. Maximum train length: 740 meters. Design speed: 230 km per hour.
The in-depth planning of the five proposed routes is currently underway at Deutsche Bahn. “We then place them against a catalog of criteria,” explained Tradler the further procedure. Among other things, the catalog weights things such as interventions in nature, maintenance costs, infrastructure to be laid and land use. At the end there should be a point evaluation, similar to the allocation of so-called local building land. “It’s important to know that it doesn’t necessarily have to be the cheapest route.” But the most economical in the context of “traffic requirements taking into account the interests of people, nature and the environment”.
One of the new routes could run in this area near Niclasreuth.
(Photo: Christian Endt)
With regard to the last two concerns, the Brandmaier-Schwäbl variant had previously been considered a risky variant. It runs through the Attelleite with its tuff springs. The area is declared as an FFH area. The abbreviation stands for Flora-Fauna-Habitat. This is one of the highest European nature conservation classes. But according to Tradler, things are as follows: “In the area of the FFH area, a bridge structure would be necessary anyway because of the height.” The tuff sources would therefore not be affected.
There is good news with regard to the so-called Bürgertrasse
Then Trader cited another requirement. “In the acceleration area from the existing line north of Grafing to the new line south of it, at least 170 kilometers per hour must be possible.” You don’t seem to mind the Brandmaier-Schwäbl variant either. However, the extent to which the military cemetery near Elkofen could also be bypassed would only become clear after more detailed planning.
The hearing also clarified another point that was critical for the neighboring communities, namely a concern raised by members of the Bundestag Andreas Lenz (CSU) and Susanne Höpler (“AK Bahnlärm Kirchseeon”). They fear that the additional base tunnel traffic could affect local traffic between Grafing station and Trudering. The reason for this is a formulation by the railways, according to which the existing S-Bahn tracks are only “not planned” for “fast long-distance passenger and freight traffic” – but the bottom line is that they are.
Long-distance or freight trains should only be on the S-Bahn tracks in the event of disruptions
According to the railways, this concern is unfounded: “Not according to plan” means that there are no long-distance or freight trains on the S-Bahn tracks in regular operation. Exceptions would only apply to disturbances on the long-distance tracks, for example: if trees had to be cleared from the tracks in a storm.
And so the hearing came to a very forgiving end after two and a half hours. “We clearly said what we didn’t like,” said District Administrator Robert Niedergesäß (CSU). “Such a thunderstorm is sometimes necessary.” After all, it’s no secret that things haven’t always been rosy between the railways, the local public and the district council.
However, the poor chances of the demand to completely tunnel the section between Grafing station and Ostermünchen are also no secret. Due to the high costs, this variant seems so absurd to the planners that it is not even included in the list of the main routes that have now been examined more closely.