Inhalt | Contens - baltic-adriatic.eu

Nach Vorbildern der spanischen
AVE-Med-Lineas oder dem französischen
TGV-Méditerranée kann die
Baltisch-Adriatische-Verkehrsachse ein
attraktiver Urlaubsverkehr-Magnet zum
Mittelmeer sowie nach Österreich
werden. Die gleichzeitige Anbindung
kleinerer Oberzentren, die eine Flug-
Kurzstrecke nicht zu bedienen in
der Lage ist, schafft im zukünftigen
Szenario der Erdöl-Unabhängigkeit
hervorragende nachhaltige Rentabilitäts-Aussichten,
u.a. auch unter dem
Aspekt von Kyoto-Zertifikaten.
Wien wird mit dem vor Baubeginn
stehenden Großprojekt „Hauptbahnhof
Wien“ eine Mitteleuropäische Verkehrsdrehscheibe
ersten Ranges. Diese
Großinvestition kann es sich nicht
leisten, nur die Donauachse hochleistungsmäßig
im Schienenverkehr
anzubinden. Die um diesen Bahnhof
werbenden Geodesigner haben eine
Baltisch-Adriatische-Verkehrsachse in
ihrer Bewerbung der „Doppelmetropolregion
Wien–Bratislava“ bereits mit
einbezogen, einige regionale Spitzenpolitiker
Niederösterreichs und Wiens
hätten dies vor wenigen Jahren noch
nicht goutiert. Die Erkenntnisse dieser
wissenschaftlichen Abhandlung sollten
in weiterer Folge in die Grundsätze
einer „Europäischen Verkehrspolitik“
einfließen.
The splitting up of the „Diagonal Passage“
for the connection to Graz took place in
conjunction with the rise of Graz to become
the second biggest city in Austria, together with
the development of transport means with a
higher performance capability (first of all the
Southern railway (Südbahn) branch via Marburg/
competitor Rudolfsbahn line via St. Veit,
followed by the Packer Höhenstrasse in the
inter-war period). Because of Carinthia’s
geographical key position within the „central
European transport network of economic
distances“, it is impossible to exclude the
central Carinthian area either from high speed
road construction or from high speed railway
construction. In both cases, however, the
Klagenfurt basin has initially been connected
from Padania to the modern high speed transport
carriers of the trans-European networks,
while the central Vienna area is set to continue
work for years (A2 Pack reconstruction by
2010, S6/S36/S37 – Klagenfurt express route
on the Carinthian side envisaged for completion
by 2015, New Southern Railway (Neue Südbahn)
not before 2017) on connecting Carinthia
to western European standards. A further step
was taken along this route with the inclusion
of the S37 – Klagenfurt express route in the
top priority road network in Austria with BGBl.
No. 58/2006 of 09. 05. 2006.
Efforts to achieve pan-European cohesion
have led, within the TEN-TINA process, to a
competitive situation among the individual
states whereby they have each fought for
„promotable corridor“ classifications, even if
they have not been able to accommodate these
within their own infrastructure expenditure
budgets for high speed transport construction.
This is clearly evident in the case of Slovenia in
the example of the PP6 („EU Priority Project
No. 6“) which is an important part of the EU’s
„Corridor Va“, in which thirteen times more
has been invested in the Italian section
between Venice and Trieste (178 km) than in
the Slovenian PP6 section (Trieste–Ljubljana–
Pragersko–Hodosˇ, 362 km), which is twice as
long. A further underlying cause of this lack of
equality in the provision of funds for corridors is
the difficult natural terrain, consisting of basins
and mountain barriers, in the transitional area
between the European Alps and the Dinaric
Alps, because for low level rail routes lower
intensity of relief with karst characteristics is
no advantage in tunnel construction. For
reasons of cost, the PP6 project will continue
to take the long detour via Zidani Most. With
the previous investment of the Italians in the
Vorbemerkung | Preliminary note 7
Kanaltal (Val Canale) and the superior route
parameter ratings of the new „Diagonal
Passage“, Austria has no need to fear that
greater flows of traffic in the direction of the
economic area of Upper Italy could arise. The
„hub“ value of Graz will be considerably increased.
The new Pontebbana and the new
Südbahn, both forming part of the „Baltic-
Adriatic transport axis“, will also bring indirect
profitability from increased sustainability (new
rail customers using the most environmentally
friendly transport means, massive modal split
improvements, profits associated with the
attractiveness of locations). According to the
well known spatial planner Dieter Bökemann,
monetary estimates for additional regional
wealth creation have been set at 170 million
euros a year. As a result of the integration of
the inner Alpine area (new regional station
hubs such as the Lavant valley, western Styria,
Bruck/Leoben, Mürztal), demographic migration
areas can be supported and new accessibility
can be created in the Lavant valley, in the
Völkermarkt area, and also in western Styria,
the calculations for which far exceed those for
the Danube axis – a significant contribution to
the internal integration of Austria.
On the basis of the models provided by
the Spanish AVE-Med-Linea and the French
TGV-Mediterranean route, the Baltic-Adriatic
transport axis can become an attractive holiday
transport magnet to the Mediterranean and
also to Austria. The simultaneous connection
of smaller regional centres which cannot be
served by a short haul flights creates excellent
sustainable profitability prospects in the future
scenario of non dependence on oil, including
from the perspective of Kyoto certificates.
Vienna, with its major „Vienna Main
Railway Station“ project which is about to
start construction, is set to become a central
European transport hub of the first rank. This
major capital investment cannot afford to have
a high speed rail connection with the Danube
axis only. The geodesigners who are putting in
bids for this project have already included a
Baltic-Adriatic transport axis in their applications
for the „Vienna–Bratislava dual metropolis
region“; some top regional politicians in Lower
Austria and Vienna would not have countenanced
this a few years ago. It is intended that the
findings of this scientific reappraisal should
subsequently be absorbed into the principles
of a „European transport policy“.