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  #241  
Old Posted Nov 9, 2006, 4:52 PM
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BAB 100 - The project



The planning phase
The plans to extend Berlin's inner motorway ring from Tempelhof to Neukölln date back to the 1960s. They failed because of the considerable strain this stretch, which was planned as an open section at that time, would have placed on the neighbouring residential areas. In 1987 a decision was taken in favour of the shortest and most purpose-specific option: a 1.7 kilometre tunnel.

The reunification of the two halves of the city made the need for an east-west link even more pressing. The public works planning procedure was completed in September 1995. Building work began in November 1995. In July 2000 this section was released to public traffic.

The transport network
The tunnel in the district of Britz extends the existing western city ring to Buschkrugallee. A junction was built on Britzer Damm with two parallel ramps to and from Tempelhof. The tunnel ends at Buschkrugallee, an important arterial road in the Berlin transport network.

The next section of the motorway ring up to Grenzallee was finished in july 2004. On completion of the A 113 to the border of Berlin, the A 100 will connect up in the south-east, too, to the national motorway network.

In the forecasting horizon 2015, 170,000 vehicles will use this new section daily.

The urban landscape
65% or 1,713 metres of the 2,621 metre long section are underground. This was necessary in order to comply with the statutory provisions concerning compensation and substitution for intervention in nature and landscape without having to change the route. The tunnel in the district of Britz has led to a noticeable reduction in the volume of traffic on the surrounding roads.

In parallel, a new pedestrian and cycle path network has been created. Today, it provides a direct and safe link between Tempelhof and Neukölln: a steel arch bridge over the very busy Britzer Damm.



Execution
For the execution of this work the section was broken down into four sub-sections.
The first building section was a new access road from Gradestraße in a westerly direction. This bridge was built as a flyover and consists of two different types of structure. A 63 metre long half-timbered composite structure spans Teltow canal; the ten other bridge segments consist of trapezoidal, pre-stressed concrete box girders. The highly vibration-proof building methods protected the old buildings on nearby Gottlieb Dunkel Straße.

The second building section consisted of the westerly tunnel access road and the adjacent 274 metre-long section of the tunnel. Here (as in the third section) the excavation for the two three-lane tubes was reinforced with interpile sheeting. A latched ventilation structure was erected directly at the west portal.

The third building section extended from Hattenheimer Straße to the junction Britzer Damm. On Ellricher Straße an operating building was constructed with a rainwater pumping station.

As a consequence of the narrow building conditions and in order to protect the residents from building noise, the underground construction work on the fourth section of Britzer Damm up to Buschkrugallee was carried out under top cover. The walls of the tunnel were initially positioned with replacement type piles. The tunnel was then roofed and the earth was excavated. At the east portal on Rungiusstraße there is a second ventilation structure.







The two tunnel tubes are both 14.5 metres wide, 12.5 metres of which are used for the actual motorway: in each tube there are three 3.5 m wide lanes, a 1.5 m wide hard shoulder and two 1 m wide, elevated verges.

Throughout its entire length the tunnel is above the groundwater level. Hence, there was no need for complicated sealing or foundation work. Only the rainwater pumping station beneath the tunnel required extensive foundation and sealing work. For the 27 cm road surface up to 1,900 m of concrete were processed every day. In this way the concrete work on the entire road surface could be completed in just ten days. Concrete was used as the road material because, aside from its long service life, it also offers low maintenance costs, because the light surface in the tunnel requires less lighting and generates lower costs, because no grooves can be worn and because concrete is more fire-proof than asphalt.

Jet fan ventilators in the roof coves carry waste air to the two ventilation structures at the entrances to the tunnel. They emit the waste air at higher air levels and, in this way, dilute it to an environmentally compatible level.
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  #242  
Old Posted Nov 9, 2006, 4:57 PM
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BAB 100 - The project , part 2

Safety considerations
Even when traffic flows freely, driving through a tunnel is stressful for every car driver. This is even more the case when traffic jams, accidents, road works or necessary maintenance work impede traffic flow. In order to be able to react promptly and make the tunnel safer, technology has been installed to guide the car driver intuitively and safely through the tunnel.

Sophisticated traffic control devices supply data on the situation in the tunnel. At 21 measurement stations radar detectors record the data of a lane every 15 seconds. These data are bundled on site in section stations. They provide information on traffic density, speed, the number of cars and lorries in the tunnel, the average speed and standard deviations.

Permanent and two-way light signals optimise traffic flow by opening or closing specific segments and regulating and harmonising speed.






Electronic height controls ahead of the entrances trigger the automatic closing of the tunnel if any vehicle exceeding the height limits attempts to enter the tunnel.
In the event of emergencies there are hard shoulders the entire length of the tunnel, two lay-bys per tube, an emergency exit on Ellricher Straße and five emergency crossing points between the tubes. Every 350 metres there are emergency stations with telephones and hand-held fire extinguishers.
Remote control cameras monitor the tunnel.



Premiere: The central reservation crossing system
For the first time in Germany a central reservation crossing system has been installed with barriers (consisting of two, 50 m steel sliding walls on each side of the tunnel), subsurface lighting - yellow lights in the road surface, which indicate specific lanes in emergencies and traffic control panels. The system helps to close a tunnel tube and to route traffic into the other tube in contra-flow traffic.



Environmental protection
The short building duration of the project kept the strain on residents to a minimum. Ecologically-driven building logistics increased environmental compatibility. The excavated material was taken to the western end of the building site and transported away by rail. In the other direction the building materials were brought in within the line building site. In this way, the transports did not pose any strain on the public road network. 2,500 metre long leafy noise abatement walls were erected along the open segments of the section.

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  #243  
Old Posted Nov 9, 2006, 8:31 PM
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Melia Hotel

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  #244  
Old Posted Nov 9, 2006, 9:17 PM
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A U-bahn map with the different styles in their architecture:

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  #245  
Old Posted Nov 10, 2006, 5:26 PM
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The Ostkreuz (east-cross) station is going to be renovated/newly built.
The construction works will start in the spring of 2007.
The whole redevelopment will take 10 years until its finished and it will cost 411 million euros. (528 million dollars)
The station currently handles 170.000 travellers per day.

http://www.bz-berlin.de/aktuell/berlin/061102/rost.html


Last edited by GNU; Nov 10, 2006 at 6:45 PM.
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  #246  
Old Posted Nov 10, 2006, 6:44 PM
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New Incentro Trams





other trams:




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  #247  
Old Posted Nov 10, 2006, 6:50 PM
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Are the new Incentro trams going to be white or is this just a presentation colour ?
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  #248  
Old Posted Nov 10, 2006, 7:15 PM
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Quote:
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Are the new Incentro trams going to be white or is this just a presentation colour ?
I think its not the official colour.
They should be yellow in the end.
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  #249  
Old Posted Nov 10, 2006, 7:19 PM
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Some pics from the recently finished Suedkreuz (south-cross) station: (it looks a bit similar to the new main station)



















Last edited by GNU; Nov 10, 2006 at 7:30 PM.
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  #250  
Old Posted Nov 10, 2006, 8:03 PM
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Coming out of the Papestrasse this view is so weird , what is there finally to be over there ?

Wasn't there a plan of constructing a new road ?
Strange situation on the park platforms, seems to be missing something...
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  #251  
Old Posted Nov 10, 2006, 8:22 PM
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I think its not finished yet.
Theyll probably add somethimg later.
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  #252  
Old Posted Nov 10, 2006, 8:48 PM
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Quote:
Originally Posted by GNU
I think its not finished yet.
Theyll probably add somethimg later.
Artikel aus der the "Berliner Morgenpost" von 23.07.2006

Mängelliste für neuen Bahnhof Südkreuz
Noch wird die Station am Sachsendamm von zu wenigen Fahrgästen genutzt. Die Ausschilderung fehlt und Bauarbeiten behindern den Busverkehr
Von Brigitte Schmiemann

Während Berlins neuer Hauptbahnhof schon bei der Eröffnung als Besuchermagnet gefeiert wurde, fristet der neue Bahnhof "Südkreuz" am Sachsendamm eher ein Schattendasein. Und daß, obwohl es dort Läden (5000 Quadratmeter) mit täglichen Öffnungszeiten von 8 bis mindestens 20 Uhr (einige auch bis 22 Uhr) gibt und ein Reisezentrum, das ebenfalls von 6 bis 22 Uhr besetzt ist. Die Bahn räumt ein, daß das Fahrgastaufkommen noch "auf niedrigem Niveau" ist. Wie viele Reisende den neuen Bahnhof nutzen - immerhin soll es sich um den zweitwichtigsten in der Hauptstadt handeln - könne noch niemand exakt beziffern, so S-Bahn-Sprecher Gisbert Gahler. Ansässige Geschäftsleute monieren jedoch, daß die Versprechungen in den Prospekten mit 200 000 Umsteigern pro Tag illusorisch seien. Sie kritisieren, daß die Bahn aus Imagegründen nur den Hauptbahnhof beworben habe, aber am Südkreuz gar nichts gemacht worden sei. Für den Umsatz, der zur Zeit gemacht werde, seien die Mieten exorbitant hoch. Zumal es offenbar technische Schwierigkeiten gibt. So hat das Imbißlokal "Dönerbiz" derzeit aus "technischen Gründen" geschlossen, wie ein Schild informiert. Ein anderer Gastronom klagt ebenfalls über Probleme mit der Lüftung. Die Mieter wollen nun an diesem Wochenende beraten, ob und wie sie Werbemaßnahmen für ihren Standort in die eigenen Hände nehmen.

Doch nicht nur Händler sind unzufrieden. Die Bürgerinitiative (BI) "Neue Wege für Tempelhof" hat eine Mängelliste erstellt, die über Unzulänglichkeiten im Bahnhof selbst, über die Vorplätze und Buslinien bis hin zur mangelnden Ausschilderung auf den Straßen reicht. Zum Beispiel suchen Reisende am neuen Bahnhof, für den geplante Baukosten von rund 200 Millionen Euro veranschlagt sind, vergeblich einen Geldautomaten. Bahnkunden klagen über Rolltreppen, die nicht dem Bedarf entsprechend geschaltet sind. Und behinderte Autofahrer mit Rollstuhl, die die noch kostenlosen Plätze auf dem Parkdeck (insgesamt 150) nutzen, können gleich wieder umdrehen, wenn - wie vor wenigen Tagen beim Test dieser Zeitung - der Fahrstuhl nicht in Betrieb ist, und nur eine Treppe zur Verfügung steht. Dasselbe Problem existiert am Vorplatz Ost, wo eine provisorische Stützwand aus Holzbohlen den Zugang begrenzt. Mütter mit Kinderwagen, Rollstuhl- und Fahrradfahrer müssen hier ihre Vehikel selbst über die Treppe bugsieren - außer es ist eine freundliche Hilfskraft bereit, die Absperrung zur Rampe zu öffnen.

Grund des Provisoriums sind die Bauarbeiten am Verbindungsweg Werner-Voß- und Sachsendamm. "Er soll Ballonfahrerweg heißen und möglichst noch im September fertig werden", berichtet der Tiefbauamtsleiter vom Tempelhof-Schöneberg, Rainer Lembcke. Dann endet auch das Provisorium mit den Bussen 248 und 184, die zur Zeit noch die etwa 300 Meter entfernte Reichartstraße ansteuern müssen. "Wir werden dann mit der Bahn reden, damit eine eindeutige Ausschilderung im Bahnhof erfolgt", kündigte BVG-Sprecher Klaus Wazlak an.

Auch haben die Straßen und Plätze im Umfeld des Kreuzungsbahnhofs teilweise noch keine Namen. Wie berichtet, hatte die BVV Tempelhof-Schöneberg sich für die Benennung des Vorplatzes West (Schöneberger Seite) in Hildegard-Knef-Platz ausgesprochen. Die Bahn als Eigentümerin des Areals soll dagegen keine Einwände haben. Der BVV-Beschluß, die Naumannstraße zwischen Tempelhofer Weg und Sachsendamm in Marlene-Dietrich-Straße zu taufen sowie den Vorplatz Ost (Tempelhofer Seite) nach der Pädagogin und Widerstandkämpferin Elisabeth Abegg, scheint rechtlich zweifelhaft. "Obwohl ich den Kulturausschuß und auch die BVV darüber aufgeklärt habe, daß es sich um nicht zulässige Doppelbenennungen handelt, hat Rot-Grün so entschieden. Ich werde die BVV jetzt auffordern über neue Namen nachzudenken", so Baustadtrat Gerhard Lawrentz (CDU).

S-Bahn-Sprecher Gahler berichtete, daß das Wegeleitsystem insgesamt noch überarbeitet werde. Man müsse aber erst wissen, wie die Gesamtanlage aussehe. In jeder Halle werde es zudem einen großen Übersichtsplan für die Orientierung der Kunden geben. Das ist auch nötig, denn der Bahnhof mit seinen drei Eingängen, zwei Vorplätzen und zwei Eingangshallen ist nicht für jedermann auf den ersten Blick zu durchschauen.

Kritisiert wird auch, daß das Parkdeck nur vom Sachsendamm aus zu befahren ist. Doch das wird so bleiben. Um den Verkehr nicht in die Kiezbereiche Naumannstraße und Neu-Tempelhof zu ziehen, so Lembcke, gebe es beispielsweise an der Naumannstraße keine Ausschilderung zum Parkhaus. "Wir haben immerhin bei der Verkehrslenkung Berlin erreicht, daß aus Richtung Tempelhof kommend ein provisorisches Schild aufgestellt wurde", so Lembcke. Die Stützwand am Vorplatz Ost, den die BI gestalterisch als Katastrophe bezeichnet, wird nach Auskunft von Sprecher Gahler noch begrünt. Und die von Anwohnern kritisierten Lautsprecherdurchsagen würden möglichst noch so gesteuert, daß damit nur die Bahnsteige beschallt würden. Für die Ladenbesitzer soll es zudem in nächster Zeit öffentlichkeitswirksame Aktionen geben, durch die der Bahnhof Südkreuz bekannter wird.


A long list isn't it...
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  #253  
Old Posted Nov 10, 2006, 10:00 PM
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a detailed map of the Gleisdreieck plan:



a new building is proposed where this old structure stands nowadays:



the old disused locomotive shed:



the nearby Schoeneberger Bruecke in 1905 & 2002

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  #254  
Old Posted Nov 13, 2006, 7:43 AM
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^^^ Once again, those photos of the Schoeneberger Bruecke show the great loss in Berlin. Many rail and road viaducts in Berlin prior to the war were built with beautiful intricate detail - only to be replaced by ugly functional reconstructions. It really is such a great loss to the city.
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  #255  
Old Posted Nov 15, 2006, 11:02 PM
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Who knows more about this ?

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  #256  
Old Posted Nov 17, 2006, 12:16 AM
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More detailed map of the approved Gleisdreieck area:

The old unused bridges in the Yorckstrasse are going to be kept as an industrial landmark





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  #257  
Old Posted Nov 18, 2006, 2:08 PM
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  #258  
Old Posted Nov 21, 2006, 8:55 PM
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Spreebogen (across the new HBF ) along the river Spree







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  #259  
Old Posted Nov 21, 2006, 9:03 PM
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Spittalmarkt :scale modells









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  #260  
Old Posted Nov 23, 2006, 10:55 AM
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a surreal photo of the fernsehturm am Alex

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