AlpTransit

The New Rail Link through the Alps (NEAT ) is a major project of Switzerland, which serves to improve the rail transit in North-South direction in order to achieve a shift in focus from road to rail. The acronym NEAT was later superseded by the language-independent name of Alp. In the German-language newspapers Neat name is still in use.

Policies and decisions

In the sixties, the Commission evaluated railway tunnels through the Alps ( KEA ) different base tunnel projects and recommended the immediate construction of the Gotthard Base Tunnel, for which the Swiss Federal Railways ( SBB) 1975 submitting a construction project. The decision was delayed by objections from the eastern Swiss cantons, which laid claim to a crossing of the Alps via Spliigen, San Bernardino or Toedi - Greina due to the historic Eastern Alps railway promise.

1983 endorsed the suggestion of the Federal Council, but kept a decision is premature. As a reason for this was the then braked transport development.

In January 1986, the planning of the new transalpine railway began. In this common base tunnel on the Lötschberg and Simplon and Gotthard checked in and the planning Spliigen cases 1 and 2 Spliigen and a Y variant on the Gotthard. On 8 October the same year, the National Council rejected a motion as a basis for a new transalpine railway. In this case, the Y- proposals on the Gotthard and the Simplon line expansion facilities should be considered. On 24 November 1986 asked the EVED the cantons for assistance in four projects: the base tunnels through the Gotthard and Lötschberg, as well as the projects Spliigen and Y.

In the late 1980s five railway tunnel projects were discussed in the Swiss Alps. During the Gotthard and Lötschberg base tunnel were presented at the end of the 1980s the political decision, the projects of the Y- branch - base tunnel, the Spliigen base tunnel and the Simplon base tunnel was set aside. In mid-May 1989 the decision of the Swiss government. Apart from the expected decision for the Gotthard Base Tunnel while the realization of the Lötschberg base tunnel was decided. The estimated total cost amounted to 7.6 billion Swiss francs. Of which should be accounted for the Gotthard and 1.7 billion on the Lötschberg base tunnel three billion.

Against the opposition of the SBB and other specialists the Federal Council decided in 1989, the implementation of a so-called network variant. It provides a combination of hull projects of the axes Gotthard and Lötschberg ( - Simplon). Although the Eastern Alps was no tunnel, but the promise of a direct connection to the Gotthard axis by a Hirzel tunnel. The head of the Traffic Department, Federal Councillor Adolf Ogi, campaigned across the country for this solution and received the blessing of the Parliament in 1991.

On 2 May 1992, the Transit Agreement was signed with the EU and approved by Parliament on 16 December 1992. Part of the Transit Agreement, among other things, the NEAT concept. On September 27, 1992, the Swiss electorate participated in federal decision on the construction of the Swiss Railway Link through the Alps (short Alpine Crossing Decision) with 64 % in favor, after the referendum was raised against it.

On February 20, 1994, the Swiss people accepted the federal popular initiative for the Protection of the Alps from transit traffic ( Alpine Initiative ) in a referendum on. The Protection of the Alps was established in the Constitution. That same year, the head of the Department of Finance Otto Stich warned of a financial debacle. He called, provisionally to abandon as part of a careful stage planning on the Lötschberg base tunnel.

The working group set up on 27 June 1995 by the Federal Council FinöV laid on 25 August 1995 a number of variants for the NEAT. Were favored while two variants: simultaneous construction of the Lötschberg and Gotthard base tunnel, the Lötschberg should be expanded first single track (variant 5) and a phased construction, the first of the projects at the Gotthard, Ceneri and Zimmerberg should be realized (variant 8). By order of 20 September 1995 the Federal Council commissioned the BLS Alp Transit AG to investigate the two variants; On 23 December, the results favored the variant 5, presents. In early 1996, a parliamentary working group of the federal parties concurred with this proposal.

On 24 April 1996, the Federal Council decided in a new composition a compromise: Both axes should be realized in reduced form at the same time. Most of the previously planned access lines were reset. Only the three base tunnel through the Gotthard, Lötschberg and Ceneri should be built, the Lötschberg tunnel is only one lane. On 29 November 1998, the Swiss electorate majority affirmed the template for the construction and financing of the public transport infrastructure (short FinöV ). It contained provisions on the financing of the reduced NEAT project, the first and second stage of the railway in 2000, the connection of the Eastern and Western Switzerland to the European high -speed rail network and the noise modernizing the rail network.

On 10 December 1996, the Senate decided by 23 votes to 22 to build the Gotthard and the Lötschberg base tunnel simultaneously.

On 1 January 2001, the federal law came to the relocation of alpenquerendem heavy goods traffic on the rail ( short Transfer Act ) came into force. Its goal is to transfer as much transalpine heavy goods traffic from road to rail. Similarly, the Heavy Vehicle Fee (HVF ) came into force, a truck tolls on all roads of Switzerland. She could only be levied because Switzerland has committed in the bilateral agreements with the EU to build the NEAT.

The end of 2003 recognized the competent authorities of the Federation that decided in 1998 to finance concept of optimistic assumptions went out. The production cost of NEAT have since been increased significantly, decreased earnings expectations drastically. It was announced with an overall view of the railway projects. As an emergency measure, a further downsizing of the NEAT was initiated, the tunnel projects under the Zimmerberg (share NEAT) and the Hirzel fell victim. To limit the expected budget deficits, the introduction of additional road -side measures such as an Alpine Crossing Exchange was envisaged.

In the ongoing negotiations for years with Italy to the southern continuation of Neat little progress was made. 2007, the different views have been taken to the public. Swiss TV threw provocatively on the question whether Switzerland and Italy over plan together.

Components of NEAT

Gotthard axis

Major axis is between Zurich and Milan, which plays a very important role in transit Germany - Italy. Here it is especially on the heavily loaded, very steep and winding Gotthard railway line to create a relief.

The Gotthard Base Tunnel ( GBT), connects the Erstfeld Bodio, created here at 57 km the longest tunnel in the world. Previous record holder, the Seikan Tunnel in Japan at 53.9 km. By running as two separate tunnels and access tunnels with all the results in a total tunnel length of 153.5 kilometers.

Once operational (expected in years 2016Vorlage: Future / In 2 years ), the journey time will be reduced to the Zurich- Milan by one hour, and in the tunnel with 200 km / h is to be run. Theoretically, higher speeds (up to 250 km / h) are possible.

Other components of the NEAT Gotthard axis are the 7.5 km long open, south adjoining the GBT new line Gotthard South at Biasca, and the 15.4 km long Ceneri Base Tunnel ( CBT) between Bellinzona and Lugano. Only together with the Ceneri Base Tunnel, the principle of the flat sheet can be fully implemented.

The multifunction station Sedrun is not, as is the Canton of Grisons had called for a stop ( Porta Alpina ) expanded.

The cost of building the Gotthard axis was estimated in 1998 CHF 7.72 billion ( 1998 prices, without adjustment for inflation, VAT and interest during construction ). From 1998 until the end of 2010, the cost forecast to 4.63 billion francs, or 60 percent has increased. These costs development is due to improvements in the safety and adjustments to the prior art ( 25 percent), award and performance ( 11 percent), geology ( 10 percent), improvements for the population and the environment ( 4 percent), Politically and legally justified delays ( 2 percent) and project extensions ( 1 percent).

Lötschberg axis

On the relation Bern -Lötschberg- Simplon connects the Lötschberg base tunnel ( LBT ) since June 16, 2007 with a length of 34.6 km Frutigen in the canton of Bern with Raron in the canton of Valais. Initially, in the so-called exercise phase, mainly frequented freight trains, since the timetable change on 9 December 2007, passenger trains, thereby driving time Bern -Brig -Milan has been shortened by a quarter of an hour. Connections between the German Switzerland and the Mittelwallis have been cut by up to an hour due to improved connections.

In the 2007 completed stage one-third of the route is two lanes open to traffic. In another third, the second tube was structurally complete; it serves as an escape tunnel. The total tunnel length (with access tunnels ) is 88.1 km. The project costs ( 1998 prices, without adjustment for inflation, mortgage interest rates and VAT) for the LBT was calculated using 1998 with 3.2 billion CHF. According to provisional final settlement (2010) they amount to nearly 4.3 billion CHF.

The commissioning of the LBT, the traction relevant maximum slope of the Lötschberg - Simplon axis is reduced in a north-south direction from 27 to 15 per thousand. In the opposite direction to continue the 2.5 percent Simplon steep south slope must be overcome. Since the coming of the south freight trains so anyway operate with lower towing capacity, they can be routed through the existing mountain route without significant additional effort also on the Lötschberg, especially since this was converted to a track already in the 1990s to piggyback profile. This resulting from the mere expansion of the single-track LBT restrictions are seen in perspective. The 2008 timetable has yet to freight relatively unfavorable conditions, most notably the necessary for a good quality buffer operation hours are not enough. Based on the roadmap graph can be seen, however, that a notable increase in freight capacity at higher prioritization of freight traffic would be quite possible.

Expansion Surselva

For NEAT project part expansion Surselva include tunneling Disentis, but also improvements to infrastructure such as the expansion of the station Disentis, a new crossing point as well as improvements to the current systems. The work was finished in 2002. CHF 105 million was requested for this part.

Connecting Eastern

To connect the Eastern to the NEAT include the Zimmerberg Base Tunnel ( ZBT ) and a tunnel through the Hirzel ( connection between the left bank Zürichseebahn and the Gotthard railway ). The construction of the second stage of the Zimmerberg Base Tunnel and the Hirzel tunnels but was postponed for financial reasons. According to the Federal ruling of 1998 will be spent CHF 850 million for these two tunnels.

Extensions St. Gallen- Arth -Goldau

Partial extension of the line to double track on the route of the Swiss South-Eastern Railway between St. Gallen and Arth -Goldau. Of the 74 million requested for this project only CHF 5 million was released, the remaining 69 million were initially locked.

Line extensions in the rest of the network

For line extensions on the rest of the network a total of CHF 550 million were awarded, this includes numerous improvements to the access paths of the two main axes Lötschberg and Gotthard.

Total cost

Before the federal referendum in 1992, the cost of 8 billion (price level 1990) CHF were rated relatively low.

In the plebiscite of 1998 Total costs have been approved by CHF 14.5 billion. 2001 was the Federal Council believes that the project cost of NEAT will amount to approximately CHF 14.7 billion ( 1998 prices, excluding finance costs for inflation, VAT and interest during construction ).

By 2005, the estimates were between 16.3 and CHF 17.4 billion. In the same year there was talk of up to CHF 22 billion. In a newspaper interview, September 2006, said Max Friedli, the then Director of the Federal Office of Transport, at all of the possible 24 billion. The latter two estimates are based on the total cost, including inflation, VAT and interest during construction. Will be known Definitely these only after completion of the project (about 2019). During construction forecasts are developed semi-annually. The values ​​by June 2011 to quantify:

• Project costs: approximately CHF 18.7 billion ( 1998 prices )
• Project cost risks: approximately 0.9 billion CHF (opportunities ) to 1 billion CHF (hazard) ( 1998 prices )
• Financing costs ( inflation, taxes and interest during construction ): approximately 5.3 billion CHF ( Price as effective)
• Total costs (project and financing costs ): 24 billion CHF ( Price as effective).

These monies will be taken (according to folk Decision of 29 November 1998), the Fund for the major rail projects ( FinöV funds). This is fed:

• 55% of the HVF
• 20% of the VAT increase by 0.1 %
• To 15% of debt
• And 10% from the proceeds of the mineral oil.

NEAT 1, Phase 1

The Parliament has decided that the NEAT will be built in two phases. For the construction of the first phase, it has decided the loans and released. The following projects are being built in the first phase:

• Ceneri Base Tunnel ( CBT)
• Gotthard Base Tunnel ( GBT)
• Lötschberg base tunnel ( LBT ) ( completed )
• New line Gotthard South

NEAT 1, Phase 2

For the construction of the project parts of the second phase, the Parliament has the locked loans. Because of the increase in costs, the Federal Council wants to give up the projects of the second phase or not financed under the NEAT 1. With an appropriate revision of the law, the following projects are no longer provided for the NEAT 1:

• Zimmerberg Base Tunnel ( ZBT ) ( between Nidelbad and Litti )
• Hirzel Tunnel ( connecting the left shore of Lake Zurich with Arth -Goldau )
• Route extensions to the access roads to the Gotthard Base Tunnel

NEAT 2

There are already more or less concrete plans, after the opening of the Gotthard Base Tunnel expand the North-South transversals further ( the earliest from 2030). These projects include:

• Which at best deferred projects of NEAT 1
• The Urmibergtunnel in the canton of Schwyz
• The Axentunnel between Brunnen SZ and Flüelen
• Variant long mountain in the canton of Uri; this is in direct connection with the Axentunnel because it flows into these
• The Riviera tunnel between Osogna and Claro
• The ring-road Bellinzona
• The extension of the Ceneri Base Tunnel in the south
• Partially or completely doppelspuriger expansion of the Lötschberg Base Tunnel
• An additional south portal of the LBT in Steg VS and Autoverladebahnhöfe in Heustrich BE and bridge
• The sneezing edge tunnel between Spiez and Frutigen
• The mouth Bach tunnel as a southern extension of the LBT to the Brig

If the projects of the NEAT 2 on the Gotthard axis are fully implemented, the trip from Zurich to Milan initiative will reduce from the current good 3:30 hours to 2:15 to 2:30 hours. From then around 200 kilometer route Zurich to Chiasso about eighty percent would be moved in tunnels.