The implementation of the planned New Wendlingen -. Ulm is the indispensable Condition so that Stuttgart can go 21 over all in operation. Without the construction and completion of the new line Wendlingen - Ulm Stuttgart 21 would end up as huge ruin.
can In contrast, the alternative concept of a etapperbaren expansion of the rail junction Stuttgart on the basis of the existing terminal station (K21), even without the New Wendlingen - Ulm to be realized. Since the implementation of the New Wendlingen - Ulm is less likely indicates more and more attention to the fact that Stuttgart 21 can not be implemented (apart from the many disadvantages that Stuttgart has 21 itself).
In the following posts to the New Wendlingen - the Ulm his subject. The beginning of this series is small, however, make today the first under construction in the Gotthard Base Tunnel in Switzerland. In the study of the Gotthard Base Tunnel, we will encounter some problems and oddities. These findings, we can in the following posts then click the New Wendlingen - transferred Ulm.
The Gotthard Base Tunnel is a 57 kilometer long tunnel, consisting of two single-track tubes. It connects to central Switzerland to the Ticino, and thus the north of the Alps with Italy. The Gotthard Base Tunnel is part of the European railway line Rotterdam-Genoa. This is the main thoroughfare for freight transport in Europe.
The construction of the Gotthard Base Tunnel has two objectives:
- The entire north-south freight traffic through Switzerland will in future be carried by rail. The road transit traffic should be restricted in future very much.
- same time, the movement between the north and south of the Alps will be fundamentally improved. High-speed traffic to the travel time between Zurich and Milan, thus reducing between northern and southern Europe by one hour (along with the adjoining south-Monte Ceneri base tunnel).
is Here to be shown that the Gotthard Base Tunnel will not be able to fulfill both goals. The Gotthard Base Tunnel is a major project that is based very much on the political level - with all the problems that have such big projects. In this blog elsewhere on several occasions promised approach of Switzerland with the traffic planning - namely, to identify first the needs and schedule and then plan the buildings - appears to have been the Gotthard Base Tunnel is not pursued in the manner required to be.
Now on the data and figures:
The Gotthard Base Tunnel is 57 km long. In the tunnel, there is no alternative, where fast trains can pass by slower trains. The route without alternatives is even longer than the Gotthard base tunnel itself, we expect this one with a length without alternative possibilities of 65 kilometers.
In Switzerland, the half-hour in long-distance traffic on the major axis standard. This standard is also expected from the future Gotthard axis. The speed in the tunnel at high speed is 250 km / h. The trains need the passage of the 65-kilometer track at 250 km / h, a time of 16 minutes.
Freight trains can now and in the Future only 80 to 100 km / h faster. Let's count is, with 100 km / With a traveling 100 km / h freight train required for the passage of the 65-kilometer path 39 minutes.
Suppose a fast train leaves at minute 00 in the 65 kilometer long route. To minute 16, this train is leaving the 65-kilometer route. 5 minutes after the fast train, a Folgezug enter into the 65 km long route. Thus, to enter Minute 05, a freight train. The freight train is leaving the 65 km line at minute 44 (05 + 39 min drive).
to minute 30 in the half hour is the next fast train in the 65 kilometer long route. This train is leaving the fast track at minute 46 (30 + 16 min drive).
So - and now the cat is already biting its tail. Because of the fast train would leave the 65 km line two minutes behind the freight train. The fast train would thus ascend almost to the freight train (an interval of 5 minutes between trains is the minimum delays are not even considered here).
Conclusion: If we introduce in the Gotthard base tunnel a high-speed at 250 km / h every half hour, could not tunnel freight traffic (or the major limitations of the operational quality at most two freight trains per hour and take direction). Thus, the concept of the Gotthard base tunnel, as well as the vocal citizens who have voted on the multi-billion Euro Tunnel costs was presented, has already failed.
This tunnel can not simultaneously record high-speed rail and mass transport. Some voices in Switzerland are already talking of an investment ruin, disaster. To save the situation, urgently the subsequent installation of passing tracks in middle of the tunnel and the construction of two passing places in the third points of the tunnel would be required. For this there are still no plans. In this case, the construction of the tunnel ahead cheerfully.
in the tunnel as long as there are no passing places, the future road map must be massive restrictions. A first possibility is to reduce the speed of fast trains of 250 km / h to 200 km / hr. 200 km / h would need the fast trains 20 minutes for the passage of the 65-kilometer route. This would, however, reach only that the above-mentioned two freight trains per hour per direction can safely drive through the tunnel. Two freight trains per hour per direction are far too little to the intended relocation of the entire Freight transit traffic to go to the rail.
Another possibility is that fast trains are every half hour, but to let go of asymmetric (eg every 20 to 40 minutes). Thus, two more freight trains per hour in each direction through the tunnel - still not enough. Then there is the possibility (and this is indeed the current draft schedule) lead to only one train per hour at 200 km / h towards Lugano and Milan. The second drive trains per hour (corresponding to the opposite direction) at 160 km / h after Locarno. This can then lead another 2 freight trains per hour per direction.
Conclusion: To reduce the billions invested in the Gotthard Base Tunnel to save at least to some extent are the future road map, a large reduction is required. These are restrictions on the speed of trains, the beat, the leadership of the moves and the number of trains. Despite these limitations, the roadmap of the Gotthard base tunnel is not expected to be in a position to accommodate the required number of freight trains.
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