The Dorfen train station moves far to the east
Created: 07/10/2022, 09:00
By: Timo Aichele
According to DB planning, the new train station and pedestrian tunnel are hundreds of meters to the east.
© Michae lFeigl / DB Netz AG
After the end of Dorfen's own planning for the railway expansion, the concept of DB Netz AG finally applies.
The city council still sees a need for discussion regarding the location of the station and high bridges.
Dorfen
– The town council of Dorfen starts the post-Vieregg era.
The years-long and ultimately lost battle for a rail trough in the city area was only rarely mentioned in the city council meeting on Wednesday.
A delegation from DB Netz AG presented their and thus the valid plan for the railway expansion in the course of the ABS 38 project of the century. Some of Dorfen's wishes have already been incorporated in working group meetings - for others, however, the citizens' representatives will continue to argue.
They made that clear to project manager Sven Kluba in the four-hour debate.
Mayor Heinz Grundner (CSU) thanked the representatives of DB Netz AG for "always constructive discussions".
At a last meeting at the end of September, a good deal of progress was made.
Martin Heilmeier (LDW) was too much of the harmony.
"Our wishes were completely ignored," he complained.
The tracks under the future B 15 bridge are three meters lower.
© Michael Feigl/DB Netz AG
Because since February it has been clear: the trough solution created by traffic planner Martin Vieregg on behalf of the city failed at the Federal Ministry of Transport.
He hopes that more money will be spent, at least in the design of the noise barriers that are now unavoidable, said Heilmeier.
That was not the decision of DB Netz AG, but of the ministry, replied Kluba.
"The federal government pays, and whoever pays, creates," said the head of ABS 38 West, i.e. the part between Markt Schwaben and Ampfing.
The Vieregg variant will therefore not be pursued further.
Even Josef Jung (ÜWG) couldn't believe that this long fight is now lost.
Unfortunately, the decision was clear, Grundner replied.
According to the ministry, the city would otherwise have to bear additional costs of tens of millions of euros.
The design of the protective walls will only be the subject of planning at a later stage, Kluba explained.
“We will approach the city with questions about the design,” promised the project manager.
Completion by mid-2030s
"We calculate for 2027 with the first start of construction," said Kluba.
This will be the case in the section west of Dorfen.
With the completion of the overall project, "we'll be getting into the mid-2030s."
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"The route between Markt Schwaben and Burghausen is the busiest single-track, non-electrified route in Germany," said Kluba.
With electrification, double-track expansion and an increase in train speed to 200 km/h on large parts of the route, this project is of great importance - for the transport infrastructure as well as for the climate.
"With our project, we save 121 million car kilometers and 21 million truck kilometers per year," advertised Kluba.
A key change is also the abolition of crossings with level crossings so that high-speed trains can rush through in the future.
Bridges are then built instead of barriers.
The city of Dorfen still has a great deal of clarification to do here.
Because the buildings cut through the landscape and places.
Rutzmoos, Moosen Monastery and Wasentegernbach are the focal points in this construction phase.
Rutzmoos: Fast cars have the right of way
"Some things still need to be discussed," explained Grundner.
The mayor sees a big question mark behind the overpass near Rutzmoos.
The bridge for State Road 2086 is planned further west than the previous crossing.
The reason: For higher speeds on the road, the curve has to be guided differently.
"We have the specification from the state building authority that state road 2086 should be passable at 70 km/h," said Michael Feigl, head of the section between Rutzmoos in the west via Dorfen to Kloster Moosen in the east.
A gentle curve at Rutzmoos is good for fast cars, but not for the countryside.
© Michael Feigl / DB Netz AG
"The city begins a few hundred meters to the east, where you can only drive 50 anyway," criticized Heiner Müller-Ermann (SPD).
And to the west of the overpass there are tight curves that also slow down car traffic.
"That has certainly not yet been fully discussed with the state building authority," explained Grundner.
Birkenallee: High bridge for pedestrians
A pedestrian bridge with a ramp in the south and a spiral exit in the north will be created on Birkenallee.
The overpass is seven meters above the top of the rails, i.e. six meters above the site.
This amount is necessary, explained Feigl.
“We went down about half a meter with the rail.
That's all I could do because of the groundwater."
B 15: First the roundabout, then the bridge
The railway barrier at the B 15 through-road will be replaced by an overpass.
The project manager Feigl explained to the city councilors that the “constraint points” were above all the various road connections.
“We have achieved this by making the trough as deep as possible.
We lowered the top of the rail by 3.5 meters.”
One consequence of the lowering: "The train station is moving further to the east." So about 200 meters further out of the city.
Because the tracks have to be brought back up with a low incline.
A new roundabout is planned south of this bridge.
This is necessary in order to connect a new commercial area to the B15 in a traffic-safe manner.
The Edeka, which was relocated from Moosen Monastery, is being built there.
This roundabout is now necessary because there is "not enough space" for left-turning traffic in the direction of the commercial area after the level crossing, explained Grundner.
“The roundabout might not be necessary later.
But when is later?” said the mayor with regard to the uncertain time forecast.
Without this road conversion, commercial development here would be blocked for many years.
In addition, the roundabout will also be built in order to open up the Meindl area behind it, where one day an entire district is to be built, Grundner replied to critical questions from the committee.
Long way to the pedestrian tunnel
The future Dorfen station is to have a platform in the middle of the two tracks.
The trains can then be reached via a tunnel.
Ramps and elevators should ensure accessibility.
But: The station will be moved along the rail line because of the incline and the curve radii.
The people of Wasentegernbach are very worried about the planning for the high "monster bridge" in their town.
© Michael Feigl / DB Netz AG
And: For structural reasons, the underpass has to be built even further to the east.
The entrance would be at the eastern end of the current gravel car park on Bahnhofstrasse.
"That's 560 meters, I measured it," said Renate Döllel (LDW), criticizing the long footpath for passengers.
Planner Feigl asserted that there was no other way of locating the underpass.
"There would be a solution," Heilmeier contradicted.
If you lay the route to the south, the platform could move to the west.
But then it would be necessary to acquire a larger amount of land from the southern neighbor, i.e. the owner of the Meindl site, said Kluba.
"It's a funding issue."
Pedestrian underpass initially a dead end
"The pedestrian underpass is planned in such a way that an opening to the Meindl site can later be made," explained Feigl.
This means that the pedestrian tunnel would initially only be accessible from the north, i.e. from the Dorfen city centre.
It should be about four meters wide and 2.8 meters high.
"Cyclists have to dismount," stressed Feigl.
Simone Jell-Huber (SPD) advocated the immediate continuity of the underpass.
"It's an area where a lot of people will eventually settle," she said.
Michaela Meister (SPD) added that there are already many uses, such as trade, kindergarten and the clay works, for which shorter access from the city would be important.
Here, however, time plays for Dorfen.
“A halfway realistic assessment would see the first residential development even before the station was built,” said the mayor.
It is unclear whether an approved development plan for the railway would be sufficient for a breakthrough.
"You have to clarify that legally," said Kluba.
The mayor and the railway planner emphasized that this is already a good compromise.
On the one hand, it enables future residents south of the railway to be connected on foot.
On the other hand, the passage does not burden the city of Dorfen with an amount in the millions.
"We're talking about five million euros and more," revealed Kluba.
The underpass is intended as a barrier-free development of the station, explained the top DB-Netz representative in the conference room, explaining the legal situation.
The railways are responsible for this, but not for inner-city traffic development.
"If the city creates a new intersection, then the cost burden is transferred to the city," the project manager explained.
Discussion point monastery Moosen
There is a great need for advice on the level crossing in Kloster Moosen, explained Grundner.
"This route makes it almost impossible to bypass the site," he criticized.
The planners should have pushed the overpass to the east, said Feigl.
Among other things, this is due to a meadow breeding and drinking water protection area.
The bridge is nine to ten meters above the ground.
The Dorfen side is still dissatisfied here.
Deputy Mayor Ludwig Rudolf (CSU) referred to a proposal by the city, in which the Moosen monastery could be bypassed to the west and at the same time a connection to an important main traffic axis in the north-south direction could be implemented.
The building committee will discuss this at the upcoming meeting (Wednesday, October 12, 7 p.m.).
Monster bridge too high
The Wasentegernbach overpass is to the east of the existing crossing.
Due to a roadway height of seven meters above the existing road, the people of Wasentegernbach have been attacking the "monster bridge" for years.
"We have responded to the request of the district administrator to reduce the amount," reported Kluba.
It's about 1.5 meters in total, half a meter of which is due to the lowering of the tracks.
However, the groundwater sets the limits.
Railway overpass in Wasentegernbach too low
There is also a railway overpass in Wasentegernbach.
According to Feigl, the previous small road tunnel has a clear height of four meters.
However, the Federal Railway Authority requires half a meter more.
"We need a valid justification from the city for the non-compliant expansion," explained the planner.
Otherwise a new building is necessary – with the city sharing the costs.