2023-07-05 08:00:00
The project company showed the plans for the first time. The opinions of the visitors differ.
There was a lot of coming and going at the information event in the congress center. City News spoke to some of the interested citizens regarding their views on the project and tried to get answers or clarifications to some of the questions from Robert Mosser, responsible for strategy and coordination at S-Link.
Various visitor opinions and the responses from S-Link
Visitor Robert Schranz works in Itzling, but comes from Anif. To get to his office, he takes the freeway because it’s quicker. He doesn’t think much of the S-Link project because he is a “driver and pedestrian”. “In addition, the project is uneconomical to the point of no longer possible and Salzburg is simply too small for a subway.” The cycles of the extended railway variant are certainly too long for this. He thinks the whole thing is just a gimmick by Deputy Governor Stefan Schnöll (ÖVP). Robert Mosser, on the other hand, argues that initially a 15-minute and later a 7.5-minute cycle is planned with other sets in order to be able to make local transport as attractive as possible. This would make the S-Link look better than the current trolleybus clock.
Robert Faust is in favor of the S-Link project if the above-ground variant is implemented, “because the goal should basically be that commuter traffic is curbed and that the population can get through the city more quickly”. The above-ground variant is cheaper and you don’t have to dig for years, which is certainly a significant economic loss for the local business people. He had informed himself and the federal subsidy would also come with an above-ground variant. Faust refers to the “Stop U-Bahn” initiative. When asked regarding this, Mosser denied federal funding for an above-ground variant and also denied that it makes sense. “We tested fourteen variants, six of them above ground, and none of the variants turned out to be technically feasible and useful.” Apart from that, the local train station is underground and there are studies (e.g. EuregioBahn study (ERB study)) that confirm that the above-ground variant is not expedient. In addition, the underground variant offers habitat recovery, independence from traffic jams, higher speed and independence from the weather.
Sabine Pichler, Managing Director of Urban Stay on Rainerstraße, is not quite sure what to think of the project. At first she was completely once morest it, but the planned cover construction calms her down because it doesn’t make as much noise. However, she lacks the overall concept. “On the other hand, I think that at some point you might have to start. Salzburg has slept through a lot in recent decades. There have always been projects and someone has always objected. And maybe you should say, let’s do it now. “
One route, three possible variants and their costs
There are currently three variants of the S-Link project company for Salzburg to Hallein to choose from. The first and cheapest route is therefore a 3.5 km long tunnel with four underground stops, which would come to the surface in the Alpenstraße following the Akademiestraße. This variant is calculated at 1.995 billion euros up to Hallein, in the city area the costs would amount to 0.99 billion euros. According to the calculation, variant two provides for a 4.5 km long tunnel with five underground stops, which would amount to 2.171 billion euros to Hallein and 1.17 billion euros in the city area. This route would appear on the Alpenstrasse at the level of the Friedensstrasse. Variant three is the most expensive, would offer a 7 km long tunnel, nine underground stations and amounts to 2.838 billion euros up to Hallein and 1.54 billion within the city. This variant would run underground as far as Salzburg-Süd. According to Robert Mosser, the total costs of all variants already include a 15 percent surcharge on the item price for unconsidered items and, depending on the planning status, the calculations were also secured with a 25 to 30 percent surcharge on the construction costs. The federal government pays 50 percent.
The cost-benefit analysis prepared by the project company is now going to the federal government and will be checked there. “The ministry will then also confirm whether this has a positive benefit, as we have calculated, and then it is more or less confirmed by the ministry,” says Mosser.
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