Cologne Airport loop

The airport loop Cologne is a 15.2 km long railway line, which connects the railway station Cologne / Bonn Airport to the high-speed line Cologne-Rhine/Main.

The loop continuously lying in the field of city of Cologne will sail as scheduled ICE trains, the Rhine -Erft -Express ( RE 8) and the S -Bahn line 13.

Course

The double-track branches off to the northwest of Gremberghoven of the new line. The northern unloading, at the Gremberger gravel pond, followed by a three-story building intersection with a height difference of 19 m and a ramp slope of 40 ‰.

The route is initially parallel to the line between Cologne and Gummersbach, the highway crosses 8 ( Frankfurter Straße ). After passing under the motorway 59 to pivot towards the southeast and passes through an incision in agricultural areas of the Maarhäuser field.

The newly built station Frankfurter Straße binds the industrial area Gremberghoven and the Airport Business Park on public transport. The station is serviced by both the S -Bahn and the S -Bahn -like RB 25 " Oberbergische train". He can be reached without barriers from the east and the west side. Were also set up a bus stop on the Frankfurt street and a P R parking. At the station there is the option to switch to and from the airport on the S- Bahn line in and from Köln Messe / Deutz.

After passage of the lock - Röttgen tunnel ( 1,047 m ) pivots the path into a parallel position to the north of the A59, running in a northeasterly direction at the motorway junction airport and the motorway junction Porz- Grengel over. They affected the recreation area Good Leidenhausen and then enters the airport tunnel 4,210 m. Here, the Wahner Heide nature reserve and the airport with the airport station Köln / Bonn are crossed completely underground. In the 38 km ² of the nature reserve different animal and plant species occur. These include the Stonechat and the peat moss orchid.

After another crossing under the A59 the route again passes to the surface and extends between Sindelsdorf and delusion in an incision. Following a 400 m long dam the route opens into the new line. Earlier thread on both sides of the tracks height free connection of the S-Bahn station Porz -Wahn.

Initially threaded the S-Bahn track towards Troisdorf from the airport link from falls in the gradient then decreased by 40 thousand, passes under the line tracks north of the station Porz -Wahn and then rises again to 40 per thousand to the same height as the existing line threading. The long-distance tracks of the airport connection thread at the level of the WWTP Porz -Wahn into the distance.

A double track change is at the northern end of the airport station available, which offers the ability to switch between the two inner tracks (track 2 and 3). This option is used by the ending there ICE lines.

The inputs and unloading, from the leading to the new railway line railway line between Cologne and Siegburg is entirely without crossing near Cologne Gremberghoven and Porz -Wahn by Überwerfungsbauwerken. The transfer takes place on the framework structures of 130 m length with upstream ramps. At the junction Frankfurter Straße Aggertalbahn the train threaded height freely out from the S- Bahn tracks, while the S-Bahn track the remote track towards Hauptbahnhof crosses towards the airport at the same height. For the area of ​​southern threading the station of Porz craze was completely rebuilt.

Outside the tunnel, the distance from the unloading, the Agger path runs up to the ramp of the Überwerfungsbauwerks in Porz -Wahn in a terrain incision which runs parallel to the motorway 59 in close proximity in the northern part.

From 15.19 km run 2.50 km of track at ground level, 5.01 km in the incision, 1.01 km in an embankment, 5.26 km in tunnels and 1.41 km on bridges and ramps. A total of 13 crossing structures were built. The route lies entirely within the city of Cologne.

The detour factor is 1.9.

History

Decision

The link to the airport was proposed by the Federal Government on 20 December 1989 as part of the basic decision for a right bank leadership of the new line. In the March 8, 1991 presented by the former Federal Railroad new lines - track alignment, the Authority proposed the link to the airport for economic reasons, not available; However, a subsequent implementation would be possible. Mid-1991 suggested the state government of North Rhine -Westphalia the German Federal Railways, to lead the new line through the airport. The DB refused, among other economic reasons.

Expected in mid-1992 the Federal Railroad at a cost of around 900 million DM (price level 1992 ). The track had it - although more economical and environmentally friendly as a guide the new line over the airport - a ' normal economic legitimacy " withdrawn. Funding remained unexplained.

With the airport loop also desired by the government of North Rhine -Westphalia and laid down in the country's development program and area development plan of the district of Cologne, quick connection between the airports of Cologne / Bonn and Dusseldorf was realized. A further aim, inter alia, the improved connectivity of the airport Cologne / Bonn to the cities of Cologne and Bonn and the expansion of the airport were established in an air - rail - transport hub.

Before the opening of the airport loop was a public transport link to the airport by bus to the main railway stations of Cologne and Bonn. On the road to the airport especially on the federal highway 59 and a feeder road is reached.

The construction of the airport loop was largely motivated by expected strong increases in air traffic. By rail link also reserve capacity of the airport should be opened up and air services are shifted from Dusseldorf due expandable airport. For the airport loop spoke from the perspective of the Federal Ministry of Transport in the late 1980s is also the possibility to shift traffic to rail, the discharge of Airports Dusseldorf and Frankfurt.

According to a representative survey of 24,000 passengers in 1998 then traveled eleven percent of the guests take the bus to the airport. 57 percent came by car, 21 percent by taxi. After completion of the rail link therefore wanted to at least 58 percent of travelers who traveled at that time by car, taxi or rental car, travel by train. By setting the bus services also this way -using arrival passengers should mostly migrate to the web. Forecasts were based on approximately 4.6 million users of the ICE and S- Bahn train connections for the year 2003.

Planning

Following the decision of the Federal Cabinet to lead the planned new Cologne-Rhine/Main line via Cologne / Bonn Airport, were three basic options for connecting, each with sub-variants developed. In weighing the realized bow tendon solution has been developed. The main reason was the opportunity to create the most rapid, direct connection between the Rhein/Main- and the Rhine / Ruhr region ( concerns of train) and at the same time to take into account the concerns of the country and the region, the airport to the regional to bind and national rail network.

The airport loop was the first construction project in North Rhine -Westphalia, in which an environmental impact study was conducted as part of the regional planning process. The result of this process was consistent with the requirements of spatial planning and site planning. According to the persons affected the project in four zoning sections ( PFA) was divided:

• PFA 81: parallel line to the existing line between Cologne and Gummersbach ( kilometer 0.0 to 8.790 )
• PFA 82: Wahner Heide: crossing agricultural land, a recreational area and nature reserve as well as the stud Röttgen (up to 14.337 km of track )
• PFA 83: Station Cologne / Bonn Airport: History largely at the airport in time and spatial dependence of the construction work of the existing plants and the planned expansion of the airport (up to 16,344 km of track )
• PFA 84: South Branch: Leading the path in the Hermann- Lons - road, crossing agricultural land (up to 20.708 km of track )

Beginning of 1998 gave the Federal Railway Authority the planning decision for the 4.4 kilometer zoning section between the portal of the airport tunnel and the southern threading into the main line.

The documents for plan approval have been filed in 1996. Suggestions, concerns and requests from concerned citizens and public agencies have led to significant schedule changes. In addition to an extension of the tunnel and a castle Röttgen Gradientenabsenkung additional bridges were planned, for example,.

In all four sections were issued in the first half of 1998, the planning approval. Numerous objections delayed the project. In particular, a suit of flour Mühlens Foundation against the plan approval decision in 82 PFA resulted in a delay of several years the entire project. The complaints of the foundation, which were negotiated in mid-1999 before the Supreme Administrative Court, had been awarded no suspensive effect during the interim measures due to lack of success. The Foundation called for an extension of the tunnel in the area of the castle Röttgen. The operators of the stud feared a loud noise, especially at the entry and exit of trains from the tunnel, and associated limitations in the reproductive capacity of the animals. Critics, however, pointed to the location of the stud between railroad tracks, highway, and the airport's flight path.

After the planning status of the end of 1998, a freight terminal of the airport was provided.

As part of a compromise, the state of North Rhine -Westphalia and the Foundation finally agreed on the extension of the lock - Röttgen tunnel by 530 to 1047 meters. After completion of the required plan amendment process the flour Mühlens Foundation, including the planning decision pulled the last of its three complaints before the Administrative Court rejects so on 2 February 2001 effectively. The direct costs amount to 7.7 million euros. During the delay was for the entire connection of the land acquisition in the amount of approximately 35 hectares and relocation. The through the negotiation with the stud construction delay is given by the German course at about 18 months. This was not possible, the timely completion of the loop to start the high-speed line ( 2002).

The project was awarded in four contract sections:

With the establishment of control and safety systems, Siemens was commissioned.

A Prognos report commissioned by the North Rhine-Westphalian government determined the mid-1990s a benefit -cost ratio of 2.17 for the project. In the long term, therefore, was to secure 16,000 jobs in the region alone, the S- Bahn train connections. In the section between Cologne and the airport, 33,000 passengers per day were expected. 10,000 employees and 30 percent of air travelers should get to the airport by train, according to forecasts. The rail link should significantly to the increase in passenger numbers of 5.3 million (1996 ) to 7.5 to 8 million contribution ( after the opening of the airport loop). In addition to 17,000 new jobs should be secured thousands more.

Financing

Early May, signed in 1998 the Federal Minister of Building, Oswald, Minister Clement and the airport manager Heinz Gombel and Wolfgang Klapdor the financing agreement for the construction of the loop. The planned cost was around 1.04 billion marks. Of these, 500 million D- Mark in the context of (a total of 2.8 billion DM comprehensive ) Bonn -Berlin- balancing should be applied by the federal government, 435 million DM by the country and 105 million marks through the airport. At this time were still appeals to the Supreme Administrative Court anhängnig against the loop.

On 20 September 1999, representatives of the country, the Deutsche Bahn, the airport Cologne / Bonn and of the transport association Rhein-Sieg the contract to build the airport loop. Completion was scheduled for 2002. The total projected cost of the loop ( including airport train station and tram stops Frankfurter Straße were around one billion D-Mark. Accounted for DM 500 million to the federal government (Berlin / Bonn- balancing ), DM 435 million to the State of North -Westphalia and DM 105 million to the airport Cologne / Bonn. planned costs for the airport train station amounted to almost 60 million euros. in April 2000, the funds in the amount of 532 million euros have been released for the construction of the airport connection.

On 4 December 2000, the day of the official start of construction of the airport loop, representatives of Deutsche Bahn, the North Rhine- Westphalian Ministry of Transport and by the association, the financing agreement for the construction of the S -Bahn line S 12 and S 13 At the same time the contracts for were the expansion of the S -Bahn lines 12 and the construction of the S -Bahn line 13 signed; 750 million DM for the S-Bahn infrastructure should be developed east of the Rhine until 2006. The S- Bahn train connections to the airport so that was initially controlled over a period of 20 years.

The structural engineering services in all four lots were advertised in early 1998 and late 1998 awarded to four companies and consortia optional. For lots one, two and four options in the June / July 2000 have been redeemed, for the lot two in February 2001, after the completion of the plan amendment process for the tunnel extension.

Construction

In early 1997, the start of construction for the fall of the same year and the start of 2001 was planned. The airport has started the preparatory work for the tunnel construction in October 1997.

According to the state by the end of 1997 the construction of the airport loop should be started in early 1998. In mid-1998 the work on the station had begun.

The groundbreaking ceremony began on 4 December 2000 in the Porz -Wahn Bahnhof construction work on the airport loop. Representatives of Deutsche Bahn, the North Rhine-Westphalian Ministry of Transport and by the association Rhein / Sieg sat there a hydraulic ram in motion, which carried out the first pile. The commercial operation was there scheduled for late 2003. With the exception of section 82, in the walkout a plan amendment decision for the extension of the lock - Röttgen tunnel ( and other measures), the measures were running in all sections.

In the southern portion of the construction work had been completed in August 2001.

In the area of ​​northern unloading, a single-track tunnel under the resulting branching structure was created in a first step, which is used since December 2003 from the S 12 in the direction of Cologne. In addition, there was a mound at the edge of the flooded gravel pit adjacent to the expansion of the rail system for regional and long-distance traffic. Approximately 350,000 m³ gravelly sands, derived from the excess weight at other track parts were sunk in the lake a former gravel pit at depths up to about 15 meters. The branching structure is already dimensioned for the future planned extension of the high-speed line from Porz to Deutz.

The two tunnels were largely created in an open design. To minimize environmental interventions, the tunnels were built in sections. The tunnel castle Röttgen was driven at full length as a closed frame. The method was used in the majority of the airport tunnel to the application. Only for the crossing under the Hermann- Lons - road, which was created in groundwater in confined installation conditions, a combined diaphragm wall lid construction was used. For security transverse bulkheads were during construction in this section, at a longitudinal distance of 80 meters, installed. Along the airport tunnel had to be relocated a kerosene camp and numerous lines before the start of the construction phase and then returned to later.

Other buildings include, from north to south:

• A railway bridge over the A 4
• A railway bridge over the Frankfurter Straße. On the bridge run two long tracks and two S -Bahn tracks with a central platform. The road has been lowered by about seven meters in the works and had been moved during construction.
• A crossing structure of the S -Bahn to the route Cologne - Gummersbach
• A flyover at Maarhäuser field
• A bridge over the Miihlenweg
• A bridge over the Frankfurter Straße South.

In addition, various economic, bicycle and pedestrian overpasses were created. For the project, approximately 2.85 million cubic meters of earth masses were moved and installed 415,000 cubic meters of concrete and 43,500 tons of reinforcing steel.

The Airport connections to the high-speed line is the most important compensatory measure for the region Bonn from the agreement of the compensatory measures for the region Bonn. In connection with the financing of the Bonn / Berlin compensation is criticized from Bonn that the extension of the S 13 from Troisdorf to Bonn was not built at the same time. This part of the project is still in the planning approval.

Commissioning

The airport loop has passed its determination on June 12, 2004.

View

In order to cope with the anticipated increase in traffic of the 2020s to the airport loop be extended first to the area of ​​today's branch Cologne stone road. Any further extension to the Köln Messe / Deutz is provided perspective for the traffic of the 2030s.

Operation

1997 and 2001 was planned to have an hourly public two ICE trains and three S -Bahn trains in each direction on the airport train station. This long-distance transport connections to Frankfurt, Brussels / Paris, Amsterdam and Hannover / Berlin were provided. Initial forecasts had expected that 30 percent of air travelers would in future by train or departing. Critics that had never been substantiated to it would be, in which ICE lines.

With the opening of the loop, the new S -Bahn line S 13 is inserted, the wrong in 14 minutes between Central Station and the airport station ( during the day in 20 -, in the evening in 30 -minute intervals ) replaced and an express bus. In addition, the Regional Express Line perverse 8 ( Koblenz -Bonn- Cologne -Mönchengladbach ) on the airport train station instead of Porz (Rhein) in 60 -minute intervals. In the long-distance transport 27 ICEs were offered by and in the Ruhr area, the evening served two trains (ICE to Cologne 522 and 627 to Frankfurt ) the station via the new Cologne-Rhine/Main line. For December 2004, " significant expansion " of the ICE range of the high-speed line was planned. The timetable change on 11 December 2005 by then two hourly train services has been reduced to the line Cologne -Stuttgart Wiesbaden on a far-reaching four-hour clock. The German railway attributed this to a lack of demand.

The most important mode of transport to the airport loop is the S -Bahn line S 13 Cologne - Troisdorf with 58 pairs of trains on weekdays. Especially the connection to the south is operated only very weak.

In regional traffic, the airport loop is operated every hour even through the Regional Express line RE 8 Mönchengladbach- Koblenz ( Rhine Erft Express). With the opening of the loop these previously circulating about Porz Regional Express Line received a new line along the route to Cologne / Bonn Airport. However, the first train from the south (as at 2014) until after 7 clock, on Sundays after 10 clock, the airport, so most flights the morning peak from Bonn and Koblenz are accessible only by transfer connections.

The power required by the policy operation of the airport loop through the RE 9 Aachen wins (Rhein -Sieg- Express) was not realized due to lack of driving time reserves, however, the S 13 is bound by in the night once to Aachen. The alternative creation of an additional hourly line S 19 or RB 19 ( Aachen ) Düren- Siegburg -Au (Sieg) on the airport loop had disappeared from the discussion since the reduction of regional funding, but is now in limited form (only to Herchenhain instead of Au ( win) ) followed for the timetable change in December 2015.

Only one hour at the airport holding ICE are the traits of the " Ruhr- wing " the line Cologne / Bonn- Berlin. With one exception, these trains end at the airport, which is an operational problem, since the airport station was planned purely as a through station and also the further course of the airport loop does not provide turning space. Since the station has only very limited crossovers, these trains have to turn to the reserved actually for suburban trains inner tracks of the station. As a result, two-thirds of S-Bahn trains must keep in Cologne on 20 centimeters lower outdoor platform, which is a step between the platform and the vehicle floor is created.

At times, a pair of trains via Koblenz to Trier was bound by at this ICE line in days distant. This was only possible after extensive measurements in branch Porz -Wahn North, as the local subways were designed on a suburban railway gauge, which is too narrow for the inserted ICE 2. The inclination of the ramp had been regarded as problematic. The actually intended for ICE route via Porz- delusion South and the high-speed tracks can not be used because these tracks in Troisdorf have no connection to the Rhine right track. Since the year 2009 timetable a nocturnal IC - pair line Hamburg -Frankfurt is passed over the airport loop.

After the opening of the airport loop was also traversed by the two hourly free ICE - line Cologne -Mainz. This ICE line, unofficially referred to as "RE 300 ", served many stations (not Siegburg / Bonn ) on the high-speed line, including of the train station in Wiesbaden, making the travel time compared to the left Rhine route brought no significant benefit more. The line has since been thinned to individual trains.

Technology

The airport loop was equipped with Ks- signals in the southern Introduction to Remote railway line is Linienzugbeeinflussung ( distance from Km 17.8 ). The route is in the northern part of the electronic interlocking ( CBI ) Köln- Deutz II connected in the southern part of the electronic interlocking Troisdorf. Both are controlled from the control center Duisburg since late 2008. Outdoor units ( CBI - A) of the signal boxes are available at the Frankfurter Straße and at the airport.

The airport loop is largely passable with 130 km / h. In the area of the airport tunnel which approved Höchgeschwindigkeit is because of the very tight corners at 80 km / h The inputs and Ausfädelungen the S-Bahn are also approved for 80 km / h, the A - and Ausfädelungen in the high-speed line for 130 km / h

Noise barriers were to create a length of 2 × 950 m, at a height of 1.5 to two meters, only in the area Porz -Wahn. To avoid sound reflections the eastern side wall of the ramp to Überwerfungsbauwerk on Porz -Wahn Bahnhof was performed ( mainline ) sound absorbing.

The route is mainly carried out with conventional ballasted track, but is located in the airport tunnel in the tunnel under the residential area at the Hermann- Lons Street in Grengel a short section elastically mounted rails on a solid track to limit vibrations.