The New Gotthard Rail Link
The New Gotthard Rail Link
The New Gotthard Rail Link
In the last 20 years a pan-European such a well-developed railway system, The high-speed systems in Europe are
network of high-speed railways has come passenger travel by train becomes an being expanded further, and coordination
into existence and is steadily growing attractive alternative to the car. If the train between them is being improved. The
further. Depending on how projects de- journey time between two cities can be goal is for signalling systems and train
velop, there may be up to 20,000 km of reduced to under four hours, the railway control systems to be standardised across
high-speed lines in Europe by 2020. With also offers serious competition to flying. national boundaries. The resulting inter-
operability is a key factor for efficient
operation.
Journey time in hours The new lines in Switzerland are also
0 1 2 3 4 designed for inter-operability. The New
Rail Link through the Alps (NRLA) will
make high-speed travel in Switzerland a
Today EC 4 h 10
reality: the AlpTransit trains of the future
CIS 3 h 40 will travel at 200 to 250 km/h. In add-
ition, the new Gotthard route is the most
Gotthard
impressive Alpine crossing ever made: at
2 h 50
Base Tunnel alone 57 km the Gotthard Base Tunnel will be
the longest railway tunnel in the world.
AlpTransit
Gotthard with
Gotthard, Ceneri 2 h 40
and Zimmerberg
Base Tunnels
Optimal connections
in Zurich and Milan
Journey times for passenger trains between Zurich
and Milan at different project stages
A new era
in transalpine transportation
More and more people and goods cross the Alps. Switzer-
land wants as much as possible of this growing volume of
traffic to travel by rail. Construction of the NRLA sets a mile-
stone in Swiss transport policy and lays the foundation for
environmentally compatible management of mobility.
Transalpine freight traffic by road and If this trend continues it will endanger
rail has increased continuously in the the quality of the environment for our-
EU and Switzerland. International trade selves as well as future generations. Earlier
is growing faster than domestic trade. than other nations, Switzerland has there-
Demand for freight transportation to and fore incorporated into its constitution a
from Italy will continue to rise steeply. traffic policy aimed at making mobility as
environmentally compatible as possible.
European freight traffic across the Alps However, such traffic volumes are more
today mainly burdens the roads. Trans- than the 130-years-old Gotthard route
alpine road traffic doubles every eight can accommodate. Only by upgrading
years whereas rail traffic remains constant. its railway infrastructure can Switzerland
Raising the weight limit from 28 to 40 meet the rising demand for freight trans-
tonnes has resulted in fewer trucks bypass- portation and the increasing needs of
ing Switzerland via Austria and France. customers. Thanks to the two NRLA routes
Transit traffic will continue to increase. through the Gotthard and Ltschberg,
Freight traffic in the entire Alpine region annual freight transportation capacity will
will grow by as much as 75% by 2010 ac- be more than doubled from 20 million
cording to a study by the EU Commission. tonnes now to around 50 million tonnes.
That is sufficient to cope with the forecast
increase. Higher capacity and quality bring
major benefits for customers.
Modernising
the railway infrastructure
Transferring traffic from road to rail is a step towards Switzer-
lands goal of sustainable, environmentally compatible trans-
portation. To achieve this goal, enormous investments in public
transport infrastructure are needed.
attractive in the domestic market, as well Forecast growth in transalpine traffic from 1991 to 2020
as to provide more efficient connections
between economically strategic areas of
Switzerland, Italy and Germany.
backdrop, integration into the European Thanks to AlpTransit the north-south
Passenger traffic today stays mainly high-speed railway network is vitally rail link will become an ultramodern,
within Switzerland, or travels between important for Switzerland. highly efficient traffic carrier offering
Switzerland and Italy, rather than crossing increased transportation capacities and
the country from border to border. How- Freight traffic will enter a new era shorter journey times. In addition, it will
ever, implementation of a pan-European when high-performance freight trains guarantee sustainable, environmentally
high-speed railway network is proceeding travel at speeds of up to 160 km/h. friendly management of mobility for the
rapidly, business is becoming increasingly Thanks to these high speeds, freight trains ever increasing volumes of traffic.
international, and cross-border mobility will not have to stop so often, or so long,
is growing in significance. Against this to let passenger trains overtake.
Financing
the modernisation
Modernisation of the railways is part of an integral financing
plan approved by Swiss voters in 1998.
The Swiss electorate accepted the Approximately CHF 30 billion are being
proposal for financing construction of invested over a period of 20 years in the
the public transport infrastructure (Finv) modernisation package, of which about
on November 29, 1998. This provides the half is for the New Rail Link through the
means for comprehensive modernisation Alps (NRLA). Construction of the Gotthard
and expansion of the railway infrastruc- Base Tunnel, for example, will cost about
ture. In addition to the NRLA and Rail CHF 7 billion and construction of the Ce-
2000, connections from east and west neri Base Tunnel more than CHF 2 billion.
Switzerland to the European high-speed
network, as well as noise reduction The two base routes are being construc-
measures along the railway lines, will be ted in phases. On the new Gotthard
implemented. route, construction of the Gotthard Base
Tunnel has started. Construction of the
Financing is through a special fund base tunnels under the Ceneri and the
fed by a tax on oil products, a heavy- Zimmerberg will follow somewhat later.
vehicle tax, and one-tenth of one percent
value added tax (VAT).
AlpTransit Gotthard
approx. 34%
AlpTransit
Ltschberg
approx. 11% Noise reduction
(incl. rolling stock)
approx. 7%
Lombardy
Future freight trains Maximum Maximum Maximum length, Demand for freight traffic in Switz-
10 speed load hauled incl. locomotive
(km/h) (t) (m) erland will increase by up to 78% by
Qualified freight trains
2030 according to studies conducted
by the Swiss Federal Office for Spatial
Unaccompanied intermodal transport Development. Transit traffic will grow
faster than this. The proportion of freight
traffic which travels by rail will increase in
Roll-on/roll-off transport
response to the Swiss traffic policy. Cus-
tomers will also demand improvements in
Traditional rail transport operations and administration. The future
quality of the timetable for freight traffic
must be improved, and coordinated with
Freight transportation will be more efficient
the timetable for passenger trains.
m Zrich Arth-Goldau
Lugano
Basel Zug Erstfeld Biasca Chiasso Milano
m Bellinzona
Zimmerberg Base Tunnel
All good come
thingsin threes
The base tunnel under the Zimmerberg complements the
Gotthard and Ceneri base tunnels to the north. Together,
the three tunnels create an ultramodern and efficient
flat rail link through the entire Alpine region.
Other aspects of the first plan were tunnel with service tunnel or two single-
radically changed. Lively discussion track tunnels (with or without service
centred on the tunnel system. In a report tunnel) was only decided much later, in
published in 1971, the Committee for a 1995.
Railway Tunnel through the Alps of the The final winner was a combined solution:
Swiss Federal Department of Environment, two single-track tunnels with no service
Transport, Energy and Communications tunnel but linked by connecting galleries
concluded that a two-track tunnel, about every 180 metres so that each tun-
possibly with some sections split into two nel can serve as an escape route for the
single-track tunnels, would be the best other. There are also two multifunction
solution. The choice between a two-track stations and crossovers.
Two tunnels?
Thats not all!
The Gotthard Base Tunnel has two single-track tunnels which
are linked to each other by connecting galleries. Two multi-
function stations at the one-third-way points of the tunnel
house crossovers, emergency stop stations, and technical
installations for railway operations and ventilation.
In 1995, when the Swiss Federal to the other which may be necessary to The emergency stop stations provide
15
Council approved the preliminary plan allow maintenance work or if an incident a place for trains to stop in an emergency
for the Gotthard Base Tunnel, it spoke occurs. Trains can change tunnels in the from where passengers can escape and
in favour of a tunnel system with two multifunction stations at Sedrun and be evacuated. To reach the other railway
single-track tunnels. The two rail tunnels Faido. These stations also house ventila- tunnel, passengers do not have to cross
are about 40 metres apart and joined tion equipment, technical infrastructure, railway tracks, climb steps, or use lifts.
approximately every 325 metres by con- safety and signalling systems, as well as Should an incident occur, smoke is sucked
necting galleries. Two double crossovers two emergency stop stations which are out of the affected tunnel and fresh air
allow trains to change from one tunnel directly linked by separate access tunnels. blown into the emergency stop station
through the side tunnels and connecting
galleries. A slight overpressure is enough
to prevent smoke entering the escape
Connecting galleries route to the unaffected tunnel. From the
emergency stop station an evacuation
Crossover train transports passengers out of the
tunnel. If a train stops before it reaches an
emergency stop station, passengers can
use the connecting galleries to escape to
Emergency stop station
the other railway tunnel.
Emergency
stop station
Bodio
portal
Multifunction station
Faido
Sedrun shafts and Emergency
intermediate heading stop station
Shaft II
Shaft I
Erstfeld
portal Cable tunnel
Piora syncline
m a.s.l.
2000
Northern
limit Gy Southern
ps u m c ap limit
5 km 0 km
In the planning phase of the project, them, and the multifunction stations are
18
answers were found to the questions being built.
of when, where, and in what sequence
construction must take place to optimise The north portal of the Gotthard Base
construction time and costs. The concept Tunnel at Erstfeld is reached from the exist-
for the Gotthard Base Tunnel is to drive ing main line of Swiss Federal Railways
five separate sections of different length via an overground approach line from
simultaneously. For the construction Ryncht-Altdorf.
project, two alternative approaches were
developed using two methods of driving: The Erstfeld section is the most north-
tunnel boring machines or drilling and erly section of the Gotthard Base Tunnel.
blasting. It includes an underground branch-off
to allow future extension of the tunnel
Construction work began on the Piora to the north without having to interrupt
test bore system in 1993, which in 1998 train services. The first part of the tunnel
delivered clear results regarding the will be constructed by digging an open
geology of the Piora syncline. Starting in trench which will be covered over again
1996, all necessary adits and shafts were after completion. The rest of the Erstfeld
constructed. Now, the railway tunnels section will be cut with tunnel boring
themselves, the cross-passages between machines. Shaft bottom at Sedrun
Amsteg
The Amsteg section is the second sec-
tion from the north. A 1.8 km adit and a
construction tunnel were driven by drilling
and blasting to the position of the railway
tunnels where assembly caverns were ex-
cavated. From these caverns, two tunnel
boring machines started cutting south
towards the Sedrun section in 2003.
Faido
The Ceneri Base Tunnel
the logical continuation
Only with the Ceneri Base Tunnel will the new Gotthard
route become a continuous flat rail link through the Alps
with the corresponding advantages and desired economic
benefits. In addition, the Canton of Ticino will benefit
Vision
1 2,3
21
The continuous flat route will allow In the Canton of Ticino the Ceneri Base completed it will eliminate the detour via
fast, economical freight transportation Tunnel and the two connections in the Bellinzona on the trip between Lugano
services to be offered which are the north towards Bellinzona and Locarno and Locarno and shorten the journey time
precondition for achieving the desired will allow construction of a rapid-transit from todays 50 minutes to only about 22
transfer of freight off the roads onto the system. Fast, frequent, direct connections minutes. In addition, a direct link to the
railways. The Ceneri Base Tunnel also between the urban centres of Bellinzona, Ceneri Base Tunnel will also integrate the
allows passenger journey times between Locarno, Lugano, Mendrisio-Chiasso, area around Locarno into the new TILO
Zurich and Milan to be shortened by Como and Varese will be possible. The system.
the amount necessary to assure optimal Ticino-Lombardy (TILO) regional rail
connections in both the Swiss and Italian system will cut journey times to half of
timetable systems. todays duration. For example, when
The Ceneri Base Tunnel traverses many regarding the geology to be expected
23
different layers of rock between the north when cutting the tunnel. In preparation
portal at Camorino, near Bellinzona, and for driving the Ceneri Base Tunnel, an
the south portal at Vezia, near Lugano. access tunnel will be constructed at
Two single-track tunnels will be construct- Sigirino. Underground caverns (caverna
ed which are linked at intervals of 300 m operativa) at the end of the access and
by connecting galleries. Because the exploratory tunnels will serve as the
Ceneri Base Tunnel is only 15.4 km long, starting points for excavation of the main
it will have no crossovers or multifunction tunnels to the north and south. As in the
stations. On the other hand, underground Gotthard Base Tunnel, as much as possible
branch-off caverns will be built close to of the excavated rock will be recycled, or
the north portal in both single-track tun- used for landscaping the area around the
nels. From there, connecting ramps will construction site to avoid long transporta-
lead into a later crossing of the Magadino tion distances.
plain. There will also be an underground
branch-off about 2.5 km before the south Construction sites will be set up not only
portal, at Sar. This will allow future ex- at Sigirino but also at the north and south
tension of the tunnel to the south. portals of the tunnel. These are required
to drive the tunnel sections near the
Sigirino exploratory tunnel At Sigirino just about in the middle portals and for construction of the portals
of the tunnel a 3.1-km-long exploratory themselves. In addition, at Camorino in
tunnel was excavated between 1997 and the north, the Ceneri Base Tunnel must be
2000. This provided valuable information linked to the existing railway lines as well
as various other installations.
25
Above: Transformer at Arniberg power station supplies the Amsteg construction site
Below: Surface site at Sedrun with tunnellers accommodation in the foreground
capacity, it would be impractical to use permits obtained, switching stations expan- to meet new needs. Vegetation and top-
it, since much of the machinery used in ded and new transformer stations built. soil are removed. Work can then begin on
tunnel construction requires a high-volt- building living quarters, concrete produc-
age supply. For example, a tunnel boring The layout and construction of the tion plants, workshops and warehouses,
machine requires a power supply of 5 facilities should not just ensure optimal etc. Only when the conditions for smooth
megawatts. This corresponds to simul- construction activities but also protect and environmentally friendly construction
taneous use of approximately 2 500 the local population from noise and dust. site operation have been created can work
cooker hotplates or about 50 000 light Construction of a surface site, including begin on building the tunnel.
bulbs. Power is therefore supplied to the access and connections, takes from three
construction site via high-voltage lines. to six months. Existing utility lines have
Which means that existing lines have to to be relocated and new connections
be extended, branch lines planned, made. Roads and paths must be adapted
Accurate to the centimetre
through the mountains
Highly accurate surveying techniques guarantee that the
tunellers always drive in the right direction and meet
exactly where they should. The surveyors ensure that the flat
track will meet the demanding needs of high-speed trains.
Vision
The routes of the Gotthard and Ceneri necessary. Use of several different height of the line between the portals
26
Base Tunnels had been decided. Before surveying techniques and independent at the north and south of the 57 km
construction of the tunnel could begin, all cross checks highlights any errors in long Gotthard Base Tunnel was mapped
its components had to be accurately surveying and makes the direction of out accurately to within one centimetre.
marked out, not only above ground but driving more reliable and accurate. In the past, surveyors had to map out
also deep under the mountains. The sur- the route using triangulation points on
veyors of the old Gotthard and Ltschberg The surveyors used satellite systems mountain peaks and ridges. The surveying
tunnels had to mark out the planned line to create a grid of reference points co- campaigns and subsequent calculations
of the tunnel above ground to confirm vering the entire area of the projected in those days without computers took
their calculations. However, modern simu- tunnel which serve to link the plans with several months. Today, a few weeks are
lation programs are sufficiently accurate the ground surface. The quality they enough.
to make overground marking out un- achieved is amazing: The length and
Drive
Amst
eg - S
edrun
Amste
g
Drive
Sedru
n - Am
steg
Portal base network
Survey traverse
Optical-mechanical plumbing
Gyroscopic measurement
Sedru
n
Levelling at the shaft bottom in Sedrun
27
Long underground structures such Simulation of all the planned measure-
as the Gotthard Base Tunnel cannot ments by a computer model has indicated
be marked out with normal surveying that with 95% certainty the individual
techniques because the stars, points on tunnel bores will meet with a maximum
mountain tops, or points set with satellite alignment error of 20 cm. Thats about as
systems are not visible. Instead, to deter- much as the width of this page!
mine the direction underground, a rapidly
rotating gyroscope with a horizontal axis The Alps are still moving today, even
is used which always points north as the though they appear to be stable. Besides
earth rotates. A magnetic compass is not a general upward movement of the Alps
sufficiently accurate. of about 1 mm per year, geotechtonic dis-
placements between individual mountain
The earth is a geoid (irregularities
Shape of xthe
15 Earth
000) High-precision plumbing instruments formations can also be detected, which
(geoid altitudes magnified 15 000 times)
were developed to transfer the coord- could affect construction of the Base Tun-
inates down the 800 m deep shaft at nel. Surveyors monitor these movements
Sedrun. at various overground measuring points
and in existing tunnels. The information
Minute sources of error, which in obtained in this way is then used by civil
normal engineering surveying would be engineers to plan measures for protecting
of no significance, had to be taken into the future railway lines.
account. The huge masses of rock in
the Gotthard massif cause discrepancies
in the plumb line due to the difference
between the mathematical shape of the
earth, which is an ellpsoid of revolution,
and its actual shape, which is a geoid.
The measuring beam is also deflected by
temperature differences in the tunnel.
On a construction project as big as the new Gotthard Rail Link, which has such long planning and
construction phases, care must be taken that everyone works with the same planning data and always
knows the up-to-date status of the project. Also, when the project is complete, the future owner and
operator of the tunnel must be given thorough documentation of the construction.
At AlpTransit Gotthard Ltd. this information is created, managed and exchanged among people in-
volved in the project in digital form. Essential paper plans needed on the construction site are produced
from this data.
Of classes, shifts
and people
The rate of advance depends mainly on the geology. The speed
of excavation, on the other hand, depends on the performance
of the machines used, the people who operate them, and the
number of shifts worked.
machines (TBMs), drilling jumbos with ation and use of supporting means (e.g. Drill, charge, detonate, ventilate, support/
muck: under good rock conditions, these
multiple drilling heads, muck vehicles, shotcrete, anchors, steel inserts, reinforc-
operations are completed in one eight-hour
laser instruments and hydraulically opera- ing mesh) can be continuously adapted to shift. In poor conditions, particularly the
ted steel tunnel liners. the conditions encountered. With drilling support phase requires more time, and the
removal of muck (blast debris) can only start
and blasting, an average advance rate of when supporting work is complete. The cycle
between 6 and 10 meters per working may then spread over several shifts.
Shift 3
The TBM is cleaned, serviced and repaired. Worn cutters are replaced.
The mountain
from under the Alps
Construction of the Gotthard Base Tunnel is producing millions
of tonnes of excavated rock a veritable mountain from under
the Alps. This enormous volume is potentially of great value as
raw material for construction purposes. To exploit the benefits,
innovative techniques of concrete production are required.
Technical Terms
Conversion
Rock excavated from the tunnel is crushed,
washed and screened to give it the shape and
quality needed for recycling.
Concrete aggregate
The raw materials used to make concrete are
cement, water and different sizes of gravel
which is called aggregate.
A trainload of excav-
ated rock at Flelen
wharf on Lake Uri
Faido material
processing plant
Automatic shotcreting machine Conveyor belt Wire mesh erector Cutter head
Bench Crown
Rock bolts excavation support Top heading
Fresh air
The water management system in the The high speeds of the trains require a
Technical terms used in tunnelling 33
Gotthard Base Tunnel directs groundwater smooth inner lining of concrete. Because
Rock pressure: Creation of a hollow space via surface drainage into drainage pipes the initial support only provides support
inside the mountain causes a shift in stresses.
and prevents direct ingress of water into for a limited period of time, the inner
High overburdens in soft rock cause deform-
ation of the hollow space. To prevent squeezing the tunnel by means of a sealing foil. This lining must assure safe support on its own
of the hollow space when a tunnel is construct- system meets railway engineering require- and therefore be at least 30 cm thick. In
ed, anchors, shotcrete and steel arches are used
to create a counterpressure. ments at the same time as preventing a areas where the inner lining is subjected
Corrosive groundwater: Groundwater con- build-up of groundwater pressure. to heavy stresses, it is reinforced with
taining chlorides or sulphates which impair the steel.
durability and usability of construction materials.
Concrete exposed to water containing sulphates
swells unless special cement is used. Anchors
are corroded by chlorides unless they are appro-
priately protected.
Ventilation system
ST P
which are released by blasting and by the nel. It would therefore be unacceptably
vehicles which are used to remove the ex- hot for the tunnellers unless measures to
cavated rock. Permissible values are clearly cool the workplace are implemented. A
RISK
defined by law. Dust concentrations at certain amount of heat is removed by the
the workplace can be reduced further by ventilation system. However, to reduce
spraying water onto the excavated rock. temperatures to the level allowed by the
Today, lung diseases such as silicosis are Swiss Accident Insurance Fund (SUVA),
no longer an issue. extra cooling has to be installed at the
tunnel faces. This takes the form of water
35
A particular hazard in tunnel construc- which is circulated in a system of pipes
tion is presented by gas. When methane to remove heat from the rocks and
and oxygen are mixed in certain propor- machines. Using this method the atmos-
tions they form an explosive gas called phere can be cooled to 28 C.
firedamp. Since 4% of methane in the air
is already sufficient to cause an explosion, For maximum safety, AlpTransit Gott-
firedamp is a feared hazard in tunnel hard Ltd. collaborates with the Swiss Acci-
construction. Here too, ventilation to dent Insurance Fund (SUVA) and the main
dilute the concentration of methane gas contractors in Stop Risk campaigns
to below 1% is the only countermeasure. on the construction sites. These aim for
Gas sensors at the tunnel face ensure that complete and intensive sensitization of
any occurrence of gas can be detected everyone involved.
and monitored immediately.
All these measures contribute to
The temperature of the rocks increas- minimizing work-related accidents as far
es with increasing depth below ground. as possible. There is still a residual risk to
Since the Gotthard Base Tunnel has the health and life of the tunnellers but
more than 2000 m of overlying moun- observance of the regulations and safety
tain, rock temperatures up to 45 C are measures ensures that working conditions
expected. Additional heat is generated by are as good as they can possibly be under
the increasingly numerous and powerful the prevailing circumstances.
The 3 stages of environmental compatibility testing The Insla at Sedrun: an environmental compensation measure
Planning
scenario
comparison
Environmental Fitness-for-
Impact Assessment purpose
1st stage assessment
Coarse
Environmental Impact Assessment
comparison
of alternatives
Planning and design phases
Detailed
comparison
of alternatives
Environmental
Impact Assessment
Preliminary
2st stage
design
Construction
The environmental policy of AlpTransit Gotthard Ltd.
Environmental Management Plan
project design
AlpTransit Gotthard Ltd. as constructor of the NRLA Gotthard axis realizes an environmentally friendly
Call for tenders flat rail link through the Alps while giving environmental issues a very high priority.
AlpTransit Gotthard Ltd. plans and realizes sustainable project solutions which are ecologically and
Construction phase
AlpTransit Gotthard Ltd. strives to minimise emissions and other adverse environmental impacts and
to conserve resources.
AlpTransit Gotthard Ltd. complies strictly with the environmental protection laws and stipulations
and provides open information on environmental matters.
Prepared every
for situation
Because the Gotthard Base Tunnel is so long, safety is
exceptionally important. The goal is for a well-balanced
level of safety, but even after all safety precautions
have been taken, a residual risk remains.
Operation of the future Base Tunnel defined safety goals for the operation of rescue. Efficient external rescue requires
38
is not entirely free of hazards. These must their new transportation facilities. Safety well-organised rescue teams and an
be countered with appropriate safety planning will be successively refined right operationally practical rescue concept.
measures. A balanced mix of construc- up to the time when the Gotthard Rail
tional, technical and operational meas- Link goes into operation, and experience There is regular exchange of experi-
ures is vitally important. For example, a risk of incidents like the fire in the Channel ence with the project teams of other
analysis was performed on the necessary Tunnel will be taken into consideration. major European tunnels (the Ltschberg,
number of emergency stop stations and Brenner, Mont dAmbin, Semmering and
cross passages as well as other compon- Four goals underlie the measures Channel tunnels). In particular, this has
ents of the project. It showed that the being planned. The main emphasis is on confirmed the practicality of a tunnel
risks in the tunnels of the new lines are incident prevention. Should an incident system with two single-track tunnels and
substantially less than on the existing lines occur, the priorities are then containment, no service tunnel for the long railway
of Swiss Federal Railways. self-rescue, and external rescue. Suitable tunnel under the Alps.
evacuation routes, emergency stops and
Swiss Federal Railways in collabora- trackside pathways are provided for self-
tion with other European railway oper-
ators and supervisory authorities have
Its major international importance as a transalpine rail link which calls for exceptionally high
standards of reliability and safety
Bodio
portal
Multifunction station
Faido Emergency
Shafts Sedrun stop station
Access tunnel
Shaft II Faido
Shaft I
Main tunnel
Emergency stop
in the tunnel
Erstfeld
portal
Access tunnel
Amsteg
Exhaust air
More than one hundred years ago The fastest trans-Europe connections The railways are capturing a new
46
Europes first transalpine railway system will cross Switzerland like the famous position in the European transportation
was built. The idea of having tunnels trains of history: the Orient Express market. For Switzerland to be integrated
at their highest points, as well as spiral (London Paris Lausanne Istanbul) into the railway network of modern times,
tunnels on daringly routed approach lines, and Arlberg Express (Paris Zurich Vi- lines must be built which can carry high-
was regarded as revolutionary. Penetration enna). Other regular connections of the speed traffic. Building the new Gotthard
of the Gotthard, Ltschberg and Simplon past such as Hamburg Stuttgart Zurich Rail Link is laying the foundation stone
heralded a new era for transalpine traffic. Milan and others will become reality for Swiss railways of the future upgrad-
again. But journey times will dramatically ing the approach lines will complete the
This system is now being adapted to overtake the leisurely speeds of the belle construction project of the century.
the changed needs of passenger travel poque.
and freight transportation today. Modern-
ising the system is no less spectacular than
originally building it. It is based on clearly
defined, simple and consistent planning
principles combined with state-of-the-art
technology which is standardised across
Europe. As a result, the new lines attain
unprecedented levels of reliability, safety
and economy.
Design study for the Cisalpino high-speed tilting train
Additional new lines whose routes are
defined in the overall AlpTransit plan will
one day extend and connect with the
base tunnels under the Zimmerberg, Gott-
hard and Ceneri. Gaps now being studied
between Lugano and Milan or Arth-Gol-
dau and Erstfeld will be closed. That will
cut the journey time between Zurich and
Lugano to one hour, from Zurich to Milan
to one-and-a-half-hours, and between
Munich and Milan to under four hours.
Public involvement
through open information
The new Gotthard Rail Link is the most far-reaching environ-
mental project Switzerland has ever known. Public interest
is correspondingly strong. As constructor, AlpTransit Gotthard Ltd.
aims to provide competent, complete and transparent information
on developments, progress, milestones, challenges and solutions
at all times.
The Internet is the fastest medium The visitor centres offer not only charge- each year until the Gotthard Base Tunnel
47
for exchanging information. AlpTransit able guided tours of the construction is opened. They can be purchased or
Gotthard Ltd. maintains an extensive sites but also extensive exhibitions cover- ordered at the visitor centres. Information
multilingual website which is continuously ing several hundred square metres. about ordering is also contained on the
updated. At www.alptransit.ch latest Audiovisuals, models and original objects website.
information on the status of work will turn construction of the new Gotthard
be found, along with many fascinating Rail Link into an experience. Entrance to
details about construction of the new the exhibitions is free of charge. Opening
Gotthard Rail Link. times and contact addresses are on the
website.
Brochures and leaflets provide compre-
hensive background information in print- Documentary films with thrilling,
ed form. Several times a year, information intensive scenes show progress on the
flyers about the status of work on the new Gotthard Rail Link and the frequently
individual construction sites are published tough and challenging work under-
and sent directly to local residents. They ground. Further films will be produced
can also be obtained via the Internet or
directly from the secretariat of AlpTransit
Construction site open day at Amsteg
Gotthard Ltd.
Published by
Philipp Unterschtz
Brigitta Schamberger, graphic design
Communication, AlpTransit Gotthard Ltd., Lucerne
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