The new Brenner Base Tunnel is an international mega-project - the district of Munich is involved.
Italy, Austria and Germany are working towards one goal.
District
- Italy, Austria and Germany are working towards one goal: More and more goods are to be transported to Italy by rail instead of rolling in trucks over the motorway.
The forecast: Around 400 trains a day will pass the Munich-Verona route in 2040, 50 percent more than before.
The southern inflow will be expanded via Bolzano and Trento to Verona.
The northern inlet leads in four lanes through the Inn Valley to Munich.
Large sections of the route run in tunnels under the mountains so that the 740-meter-long freight trains can run at 230 kilometers per hour on almost flat, straight stretches.
There is no new construction going on in the Munich-Grafing section.
The existing tracks are being upgraded, the digitization of the line should enable higher numbers of trains, keyword: “block compaction”.
Traffic from the road to the rail
"Our topics are noise protection and capacity reserves," said District Administrator Christoph Göbel (CSU) in the district council's mobility committee when project manager Matthias Neumaier presented the current plan.
"Higher numbers of trains will make considerably more noise," stated Göbel.
The district supports the goal of shifting traffic from the road to the rail, emphasized Göbel.
But that should not happen at the expense of the local residents.
Haar and Grasbrunn are affected in the district.
Letter to the railway
The mobility committee calls for noise protection in the new building standard.
In a letter to the railway, Göbel also warned that capacity had to remain in the rail network for the expansion of local public transport.
In addition, the railway is to plan and implement the expansion of the east corridor from Rosenheim to Mühldorf at the same time.
You can't say the number of moves yet
Neumaier did not give the mobility committee any answers to these three demands.
It is too early to name the number of trains and to make noise protection commitments.
Whether the noise protection is supplemented must be dealt with in the Bundestag.
Markus Büchler (Greens), traffic expert for the Greens in the state parliament, asked: "It is important for the population that they do not play for time and that we can push for the required new building standard for noise protection at the right time."
Whisper brakes in action
Neumaier emphasized that the railway had already equipped almost the entire section with noise protection.
One adheres to the rail noise legislation.
He also referred to a technical improvement: “The new whisper brakes have been in use since 2020.” While the classic freight train makes a “huge noise” with 88 decibels, the whisper brake reduces noise by 50 percent.
With the noise protection measures already in place for residential areas, they have "an effect like the sound of the sea".
Billions of EU funds
Work in Italy and Austria is in full swing, "Billions of EU funds are flowing into the project," said Neumaier.
But routes have been debated in Bavaria for years, Neumaier explained: "We are under criticism that Germany is oversleeping the traffic turnaround."
Locations for signal boxes wanted
At the beginning of May, railway representatives examined the technical possibilities for three days between Haar and Grafing as to how the route should be optimally efficient.
Locations for signal boxes are being sought, according to Neumaier these are "as big as a prefabricated garage".
Based on the results, the costs are estimated before the Bundestag clarifies the financing.
Manfred Riederle (FDP) was disappointed, he would have expected more answers from the rail expert.
Above all, to the one question: “Does it make sense to guide the traffic through the heavily polluted area of Munich, or should the northern access to the Brenner pass through the district of Mühldorf after all?
What are you doing in this direction, pour us pure wine. "