Mannheim–Stuttgart high-speed railway

The high-speed line Mannheim- Stuttgart is a 98.8 km long high-speed railway route in Baden- Württemberg, it connects Mannheim Stuttgart -Zuffenhausen. Built 1976-1991 new line was, in addition to the high-speed line Hannover -Würzburg, one of the first two main-line new construction projects of the former German Federal Railroad. The approved for up to 280 km / h route is now part of the rail network of the DB network and is used by passenger long-distance, regional and freight trains. Not least 15 tunnels and over 90 bridges led to a total cost of 4.336 billion DM ( € 2.217 billion ) (as of 1994) ..

• 2.1 Background
• 2.2 planning 2.2.1 Early variants
• 2.2.2 Preliminary
• 2.2.3 planning approval process and further discussion
• 2.2.4 resistance from the population
• 2.2.5 Design Parameters

• 2.3.1 Structural Engineering

• 4.1 Safety concept

Course

The new track leaves the main station Mannheim in a southeasterly direction and leads to Stuttgart Central Station.

City of Mannheim

At the station exit the ramp connects to the 1,100 m long container rail bridge on which, among other things, the railway line to Heidelberg and the marshalling yard to be crossed. After a short section of the open road it bends to the south in the 5380 m long Pfingstberg tunnel leading out of the city of Mannheim out. The planned new line Rhein / Main Rhein / Neckar to the future thread here.

From Mannheim to the branching point Saalbach

The route then continues along the ground floor of Highway 6 and leads into the station Hockenheim, which was postponed in the wake of the new lines - construction by 150 m and including two passing loops built. Here is the same, apart from the railway junction at both ends, the first of four links of the new line with the rest of the network. Between Hockenheim and Neulußheim the new line runs parallel to the Altstrecke Karlsruhe Mannheim, which was moved to this area by about 120 m and bundled with the national road 36. The next branch Saalbach trains can feed out without crossing the direction of Karlsruhe from the high-speed line.

Then the tunnel will pass through forest, the. , The end of a nearly 40 km long, almost ground-level course to around 100 m above sea NN highlighted. Before the subsequent role Tunnel, an increase of about 130 vertical meters from the Rhine valley begins in the Kraichgau. Prior to joining Northwest Portal thread at the tap point Bruchsal Rollenberg two connecting curves from the direction of Heidelberg and Karlsruhe in the track direction Stuttgart. The approximately 13 kilometers long climb ends in the region of Simon Weingarten tunnel with the achievement of a high plateau. At this level, the only pure overtaking the track, overtaking the Kraichtal was built. The following Freudenstein tunnel is 6,800 m is the longest railway tunnel in the route and at the same time marks a further rise in the landscape of the Strombergs. Here the route follows a piece of the upper reaches of the laid in their construction Metter.

From Vaihingen ( Enz ) to Stuttgart

After a long gap of Vaihingen ( Enz ) station is reached, the associated track with the laid Württemberg Western Railway. After passage of the Enz Valley Bridge, the longest 1044 m overpass of the new line, begins another slope portion terminating Long box after around ten kilometers before the tunnel. With 325 m above sea level. NN reached the new line in the tube its highest point before threading front of the station Stuttgart- Zuffenhausen in the existing network ( railway line Stuttgart- Würzburg), where after a further 7 km of Stuttgart Central Station is reached.

Planning the route

The routing of the trail follows two main principles. In the northern section, between Mannheim and Bruchsal, the track was largely traced out in roads bundling the existing Rhine Valley line, in the section between Bruchsal and Stuttgart has been traced out as possible at a remote location, which is more than 100 km of site roads made ​​it necessary.

Height differences, bridges and tunnels

Of the 99 km of lines are 31 km in 15 tunnels ( 30 436 m total length ), 38 km in cuts ( often to improve noise protection ), 22 km to dams and about seven kilometers to a total of 90 bridges (total length, including road bridges, 26,318 m). Only three percent of the route is at ground level. In the course of the building and the Rhine Valley line between Hockenheim and Neulußheim was realigned over a length of 6.60 km. The Stations of Hockenheim and Neulußheim were newly built. (1975 was a tunnel share of 22 percent, accounting for six percent to one percent planned on viaducts and railway overpasses. ). Vaihingen ( Enz ) received a new railway station.

The route is between 85 m and 325 m above sea level. 360 ha (3.6 ha / km) surfaces are permanently consumed, of which 120 ha on the tracks; the residue was re-cultivated. With the commissioning of the new line the rail track between the main railway stations in Mannheim and Stuttgart, shortened by 26 km ( 17 percent).

History

Background

Due to the congestion of the existing line, the then German Federal Railroad took over in 1966 on plans to expand the line. Studies quickly showed that an expansion of leading by around 40 villages Altstrecke only with massive intervention and high costs could be achieved. Built in the 1850s route left (down to 70 km / h) at only low speeds, especially in the section between Bruchsal and precinct. More speed restrictions on the 129 km long stretch there in the Heidelberg area (60 km / h). In the 1970s, daily frequented up to 180 trains per day in each direction, according to the Federal Railroad 60 more than would have been compatible with a smooth operation. Every day had up to 40 freight trains in each direction must be diverted due to lack of capacity. Mid-1970s had on the stock route each day up to 83 freight trains for a total of 20 hours will be turned off to allow passenger trains the necessary priority. Since maintenance and repair jobs due to the high utilization were only at night possible, the route maintenance was associated with particularly high costs.

At least until the mid-1970s, the track was also called supplementary route Mannheim- Stuttgart).

According to the Federal Railroad had no measures to increase capacity in 1990 can not operate 36 long-distance travel, 8 commuter and passenger trains and 19 freight trains. A ( bawanced ) three to fünfgleisiger expansion of the existing line would have been connected by DB data with large interventions in Siedelungsstrukturen and remained because of the many tight curves without significant speed increases. Estimates would be expected cost increase of around 25 percent compared to a new line. Against this background, the decision to build a new railway line between Mannheim and Stuttgart fell.

Planning

Early variants

Mid-1960s, it was proposed an 81 km long rail line in a study for the board of the German Federal Railroad. You should unthread south of Neulußheim from the line Mannheim - Schwetzingen Karlsruhe and at Langenbrücken from the track Heidelberg Karlsruhe. The southern threading, into the existing route Bietigheim -Stuttgart was provided at Tamm and Asperg.

Already in December 1968 the Federal Railroad an initial planning for a new railway line between Ludwigsburg and Bruchsal. The navigable with 200 km / h route should branch off at Tamm of the Altstrecke bypass the Bietigheimer station and the cross southwest of Enztal Bissingen on a 700 m long and up to 45 m high bridge. Between Sersheim and Vaihingen North the existing line should be obtained, which should be up Illingen straightened sections. The Muehlacker station should be north and drive around the track to be Gondelsheim realigned in the further course, past Kleinvillars and Ruit of Bretten to the west of Gondola home. Bypassing of Bruchsal this route should open out at Forest in the Baden main web, the distance between Bruchsal and Graben-Neudorf should be included.

Considerations to build a route to a direct route between Mannheim and Stuttgart, already retired from in the first preliminary studies. As Decisive for the Routing the most direct connection to the people and marshalling yards at Mannheim and Stuttgart, and a convenient link to the existing network were (which should allow a gradual construction). As an outstanding guidance point, the Kraichtal, which could be expected in an economic viable solution for local increase with a maximum gradient of 12.5 per thousand as the only space proved. Early plans envisaged in the Rhine Valley before one of the other roads is largely independent route. The Federal Railroad later agreed with the local authorities concerned at a traffic routes bundling in this densely populated section. Although the topography between Mannheim and Stuttgart tunnel and longer bridges would hardly requires in different valleys, a ground internal investigation of 1968 had already come to the conclusion that concomitant dissection of towns would not have been justifiable and hit sections Untertunnelungen ago.

The plans have already been developed into an almost continuous new route between Mannheim and Stuttgart during the onset of detailed planning until 1970. The unloading, should now already be in Kornwestheim and Ludwigsburg, Enz be crossed north of Asperg. Overall the late 1960s, seven different variants of the route between Mannheim and Stuttgart -Zuffenhausen developed.

Preliminary

The project was included in the development program for the power of the German Federal Railroad from August 1970. According to one source this was the first officially announced by the German Federal Railroad route. The bill proposed to divert at Schwetzingen from the existing line to Karlsruhe, north sail past Bruchsal to touch the Vaihingen Bahnhof ( Enz ) Nord and open out at Asperg in the Franconia Railway to Stuttgart. In Bruchsal and Vaihingen ( Enz ) Nord while other links were provided with the existing line; thus a gradual start-up should be allowed. As one of four routes complement the highest level of urgency the route should be taken until 1980.

Was favored in the course of the regional planning process, first a route that would run in the Rhine Valley largely parallel to the existing line and from meadow valley straight towards Stuttgart and should also be open with 230 km / h. 1970, a tunnel proportion of seven and nine percent was provided.

Initial forecasts for the years 1971 and 1972 resulted initially in a partially three-pronged plan to cope with the expected traffic volumes can. The 1973 oil crisis and a recession ( 1974/1975 ) led the mid-1970s to more cautious forecasts for a two-track design was adequate. For economic considerations also showed a reduction of the initially produced design speed to 250 km / hr. The maximum longitudinal slope, a limit of 25 per thousand was initially planned, then 18 and finally 12.5 per thousand.

In February 1973, a first Grobtrassierung the route was presented to the Ministry of Economic Affairs and Transport of the State of Baden- Wuerttemberg. In September 1973, the Railway Board Stuttgart the press before the planned new line. Construction should begin in 1974, the route to be taken into operation in 1982. The planned costs were a billion DM tunnel proportion was 20 percent. The project was taken up at an estimated cost of 1.165 billion DM and a calculated construction period of eight and a half years, even in the Federal Transport Infrastructure Plan 1973.

On February 19, 1974, the state government of Baden- Württemberg voted the coarse routing of the new line to principle. Three conditions were asked: It should sound advice and landscape plans drawn up and ongoing negotiations with the competent authorities and communities will continue.

In further discussions with the land and communities eventually became a largely distant settlement alignment, some with existing transport routes, developed in bundling. The Federal Railroad hoped that by thus reduced number of conflict points, it can enforce the project easier. In the years 1973 and 1974, the Federal Railway Directorates Karlsruhe and Stuttgart developed to a set of route alternatives in order to meet the needs of affected communities.

On the resulting developed 108 km long route, the journey time should ( with TEE and IC trains) between Mannheim and Stuttgart decrease of 80 to 39 minutes and halve the travel time of fast trains and freight trains around. Based on this agreement, the Federal Railway Directorates Karlsruhe and Stuttgart began with further planning. On December 11, 1974, the Federal Cabinet agreed to the planned route. The Federal Minister of Transport rejected the German Federal Railroad in the same month in its corporate policy objectives to to build the track.

In June 1975, the Federal Railroad estimated the expected construction costs to 2.4 billion DM in a planned construction period of eight years. A month later, called on the Federal Minister for Transport, DB, to develop a more cost effective route. The then presented " saving route " of the German Federal Railways as a " technical solution ", contained less tunnel: So should result in a 40 km long area of ​​Bundesbahndirektion Stuttgart instead of the previous 17.6 only 12.0 kilometers underground sections. The beginning of 1974 is in principle still convinced of the state government was disappointed by the now present detailed plans: economic considerations would have been in the plans of the Federal Railroad absolute priority over all other considerations. On November 27, 1975, Prime Minister Filbinger criticized the plans: The Federal Railroad must give up the new line, if she wanted to give up landscape and environmental protection for the sake of parsimony. In the adopted on December 9, 1975 General Transport Plan Baden- Württemberg, the country called for an early start of construction of the new line.

By mid- 1975, the rough planning was with the exception of the area Oberderdingen / Knittlingen where still running a regional planning assessment, completed.

Planning approval process and further discussion

On April 1, 1974, the first planning approval process, initiated for a 1.7 km long section in Mannheim. The first three planning approval, which together accounted for around ten kilometers of lines in the area of Mannheim, were adopted as the first eighteen months after each procedure duration. On August 10, 1975, the first planning decision was issued for a 600 meter long section in Mannheim ( kilometer 1.7 to 2.3 ) .. On December 30, 1975 issued by the Federal Minister for Transport for permission to build the total distance according to § 14 Section 3c Bundesbahngesetz. The expected construction costs were ( at the price level of 1975) 2.5 billion D- Mark, which should be borne by the federal government. The design speed was reduced from the originally planned 300 km / h to 250 km / hr. It provided for a track distance of 5.4 m (later: 4.70 m ), while the minimum radius ( 7.000 m) and maximum slope (12.5 per thousand ) met the subsequently realized Trassierungsparametern. The planned tunnel proportion was 23 percent.

In April 1976, the Federal Railroad established the railway construction headquarters, which was responsible for planning and construction of the track and report directly to the Board of the German Federal Railroad. She was subordinated to a project group for the realization of the Mannheim- Stuttgart new line. Compared to the participating federal railway directorates she was authorized to issue. Even in 1976 it was planned to handle rail-road on the track. The distance should be 2.5 billion DM ( 1.3 billion euros ) cost and store their roadway partially on supporting structures rather than on dams to save space. In May 1976, based in Karlsruhe project group took over the NBS - planning by the Federal Railway Directorates Karlsruhe and Stuttgart.

In 1977, the track was included in the Coordinated investment program for federal transport infrastructure. In the same year plan approval procedures have been launched in the field of Railway Board Karlsruhe (60 km). The commissioning of the entire route, as the first new stretch of the Federal Railroad was doing progressively provided until 1985.

As the first German new line they had been in 1977, completely approved by the Federal Ministry of Transport, some bridges and tunnels between Mannheim and Hockenheim at that time were already under construction. This section should go up into operation in 1979. The commissioning of the entire route was expected for 1985.

The Baden - Württemberg government moved in 1976 back of their agreement from and raised a number of additional requirements that have been classified by the former Federal Railroad as unsatisfiable. According to web information, the measures would have an additional expense of 368 million DM means, while at the same time the previous standards had been completely abandoned in road construction. The country then appealed to the Federal Minister of Transport.

After lengthy negotiations, a compromise was reached and held in an agreement between the Federal Ministry of Transport and the State Government on 27 October 1978 which allowed the continuation of the outstanding planning approval process. While the country thereby waived a portion of its receivables, the implementation of other measures was fixed by contract. Presented for the fulfillment of this country demands of the covenant DM 135 million additional ready while the country undertook to promote the project within its means. As part of the package the route in some places, the gradient was reduced by up to 20 m as well as newly created or extended tunnel. In addition, the state of Baden -Württemberg announced that applied in railway construction, the same standards as for road construction.

According to this agreement, the outstanding planning approval process could be initiated in the spring of 1979. Until mid-1979 were in four out of 25 project section before the building permits.

Beginning in December 1978, the President of the Railway Board Karlsruhe, Heinz Bubel that the total distance would not be completed before 1985. An even later date is possible, if it should come from grassroots initiatives to further delays. The section of Mannheim- Schwetzingen should be completed in 1981. The planned cost was more than DM 2.5 billion in February 1979, the DB already counted on construction costs of DM 3.3 billion and a completion until 1985. Middle of November 1979 announced the state railway a five-year delay in construction due to the resistance of citizens and communities of. The plaintiffs also been associated an annual loss of 200 million DM.

The end of 1980 the building law was for the zoning sections 1a, 1b and 1c (Mannheim, with Pfingstberg tunnel ) before, 2c ( Schwetzingen South) and 4b/4c ( link to the Rhine Valley line in Graben- Neudorf ). In all other areas of the plan approval process was initiated in eight areas, the hearings had taken place. On September 1, 1981 eight sections were plan established with a total length of 30 km, discussed five sections exhaustive; in other three sections of the public hearing had been held; in a portion of the decision was lamented. For the other sections of the plan approval was sought.

By 1983, the process in all 13 project section were (mostly with subsections ) opened successively. In general, the lots were still advertised during the current planning approval process and awarded to consortia.

While the plans with the municipalities in the northern stretch ( Rhine Valley ) came primarily on consent, where the municipalities in the southern stretch ( Bruchsal, Stuttgart) numerous claims whose scope was estimated by the Federal Railways in 1981 to around 600 million DM. These were frequently up tunnel. The early 1980s would have eased the fronts this by DB information. The municipalities frequently agreements were concluded on changes in the design, the municipalities have verzichtetet in return on objections and complaints.

The Federal Transport Infrastructure Plan 1980, the track was one of three new railway project of stage I, which should be completed by 1990.

Resistance from the population

The new project was evaluated differently. While the Community Action Quick railway line and single K- groups of the new line rejected in principle, urging other initiatives, environmental organizations and local authorities in particular a significantly larger proportion tunnel. Other communities spoke out against it in principle for the project.

A variety of citizens' groups marched against the new building project to the field. Against the route had been raised to 1982, more than 4,000 objections. From 20 complaints, 17 were withdrawn by extrajudicial settlement. Partial local politicians had demanded, inter alia, the construction of swimming pools and nurseries in return for political support at hand. Overall, the number of observations totaled more than 6,000, not least manifested in numerous line changes. According to another source a total of 4964 observations and 111 complaints had been made.

The Federal Railroad counted in all 25 sections with planning applications; ultimately nearly 130 lawsuits from around 200 applicants were guided around the track. More than 1,000 residents had come together alone in the action group rapid transit line, which emanated from a persistent decrease in traffic on the rail and therefore doubted the mere necessity of the new line. The Federation of Citizens ' Initiatives for Environmental Protection and the federal government for environmental protection and nature conservation, however, in favor of the new plans.

As a result of the protests, the construction of sections was temporarily set completely. At seven digits tunnels were built in open cut because of the protests of local residents eventually. The longest tunnel of this kind was the Pfingstberg tunnel leading in Mannheim- Rheinau by a designated as a water reserve forest. The Farmers' Association urged to lead large parts of the track in the tunnel to obtain arable land. The city Markgroningen demanded a full tour of the high-speed line in the tunnel in their field.

Only in the 1980s ebbed, the resistance to the new line. The Federal Administrative Court dismissed in July 1990, a complaint by the action group rapid transit route against the route as a whole from. She was the only one of more than a hundred claimants who went to the highest authority.

Meanwhile, the track was also included in the Coordinated investment program of 1977 and in the Federal Transport Infrastructure Plans of 1980 and 1985. In 1980, the planned construction costs at 3.4 billion marks ( for the price level of 1979) and 2.9 billion marks ( for the price level of 1975). A re-evaluation of the macro-and micro economic benefits on behalf of the Federal Ministry of Transport showed that for the route mid-1983, a benefit -cost ratio of 4.9 and a revenue -cost ratio of 3.7.

After the commissioning of the first two German new lines had been initially planned for 1985, it came as a result of unexpectedly long planning process in the early 1980s to a shift to the year 1993. Way for construction began (1976 ) with the completion of the entire route in 1984 (other sources: 1985 ) has been calculated. 1980 for completion in 1990 was planned. The newly introduced into office in May 1982 Federal Railway Board decided in July 1982 to continue to build the track and bring forward the commissioning in 1991. In the course of the HST project, the decision was already on its commissioning to drive on the track at 250 km / h high-speed traffic and expand accordingly in May 1984.

On 30 April 1984 was the last planning approval process, for a section at Vaihingen ( Enz ), complete. According to another source had obtained the last zoning decision of the field Kornwestheim in March 1984 legal force. In October, 1985, was before the building rights for the entire route.

In order to track several thousand were performed on-site discussions.

In the late 1980s, the connecting curve Bruchsal was subsequently scheduled. The single-track and is accessible to 100 km / h curve complemented the connecting curve Ubstadt ( for connecting the railway line towards Heidelberg on role Tunnel and should in particular serve the Regional-/InterRegio-Verkehr in south -east direction. Another major purpose was to be thought European high- speed rail link between Paris, Strasbourg, Munich and Vienna.

Design parameters

The minimum curve radii of the line of 7000 m ( control value ) or 5100 m ( exception value ) resulting from the planned mixed operation of passenger and freight trains with top speeds between 80 and 250 km / h To prevent excessive wear, the maximum value of the overshoot was reduced. In the rooms of Mannheim and Stuttgart reduced design speeds are lower with larger radii and elevations. The design speed is 300 km / h at a cant deficiency of 130 mm.

The maximum increase of 1.25 percent resulted from the requirement to be able to approach in such slopes with heavy freight trains again after stopping. The track pitch of 4.70 m resulted from the condition of being able to transport even over wide shipments in freight transport. For a pure Pesonenverkehrsbetrieb contrast, about 4.20 m would have been sufficient.

Construction

The first pile of the container rail bridge Mannheim, Federal Minister of Transport Gscheidle began on 20 August 1976, the construction work on the new line. The first structure in this section has already been completed in 1978. Not least because of the numerous protests only about ten kilometers of track were 1979 instead of originally planned 50 laid. 1983, 9.56 km in the area of Mannheim largely completed (tracks, signaling and catenary masts were still missing ). It was only in 1983 could start in most sections, the construction work. Beginning of 1984 were approximately 17 km of track under construction. 1985 went to just 75 km from the works or - preparations. More than one billion DM had been invested so far. Took place on December 4, 1985 at Wilfenbergtunnel the first punch of a tunnel the track.

On 1 March 1989, the 2900 oberleitungsmasten was at Markgroningen the 2500 set up.; on 5 October 1989, the track work had reached the kilometer 50. The Freudenstein tunnel was completed as the last tube of the route a few months before the opening. Closing the gap of the total route in the autumn of 1990. Except for remaining work the entire route was completed on 7 January 1991.

The railway Heidelberg Speyer was temporarily reactivated as a site entrance for the new line.

For the construction of the section 15 land consolidation procedures were performed with 13,271 landowners over 13,600 hectares. 64 of the 99 kilometer run through floor- adjusted area, the rest through the woods or tunnel. By the route permanently 390 hectares are utilized, additional 460 acres were temporarily claimed in the construction phase.

Structural Engineering

The tunnel forest lies in its entire length below the water table and required a new water control technology. The Freudenstein tunnel passes through Gipskeuper that on the overburden is working hard in rain and elaborate security measures required, which were first applied.

At a length of one kilometer is passed through a water protection zone in Schwetzingen. To protect groundwater from possible contamination during accidents, the entire incision in this area was surrounded by a plastic film, which reaches one meter above top of rail. This was then covered with soil.

To pass under the motorway at 6 km 17, it was necessary to lay the highway in this area for a length of two kilometers around 3 m higher. Only thus could be avoided in compliance with the maximum slope, a further reduction of the distance into the ground water and an industrial track to be crossed, which could remain connected to the Rhine railway. In the course of construction, the federal highway 36 between Hockenheim and Neulußheim had to be realigned.

In Oberhausen- Rheinhausen a former gravel pit with up to 15 m deep lakes are crossed. From 1978, this particular building had been examined by extensive research and trial beds.

Commissioning

Already on June 2, 1985 was the introduction of Western Riedbahn in the Mannheim Main Station (9.5 miles), as an extension of future new route to Frankfurt, in operation. This trains could operate without direction change between Stuttgart and Frankfurt am Main via Mannheim. Was completed early on the connection of the new line with the Rhine Valley line ( from Karlsruhe ). The 5 km long section between Graben-Neudorf and the branch Saalbach initially served as the site entrance.

On 5 March 1986, the section between Mannheim and Hockenheim was first traveled by a train. Especially for this purpose, a VT 98 was transferred from Nuremberg. On the return trip took journalists. On September 1, 1986 was the retrassierte section of the Rhine Valley line, including the new link station Hockenheim in operation.

On 2 February 1987, the top line was set in the northern section under power, followed by various trial and licensing runs. From 8 April 1987, the ICE Vorläuferzug was InterCityExperimental to test drives on the first completed stretch between Mannheim and unloading, to Karlsruhe, go. The somewhat greater length of the portion used in relation to the test section from 1986 to the high-speed line Hannover -Würzburg proved particularly for running tests of the ICE precursor train advantageous. During the test runs, the four -piece train set was, inter alia, with a measurement and a regular Großraumwagen ( genus Bpmz 291.2 ) for the optimization of a new bogie - type ( MD 522) on the go. With speeds of 360 or 305 km / h new speed records for cars and test car were erected.

The first section of the new range of 31.80 km long section between Mannheim and the branch Saalbach as well as the 8.40 km long link to the Rhine Railway to Graben-Neudorf was officially opened on 31 May 1987. The ( at least 200 km / h passable ) high-speed network of the Federal Railroad thus grew to a total length of 510 km. This first section of new lines - including the connection to Graben-Neudorf and Western Riedbahn introduction in Mannheim - cost around 1.2 billion marks (as of 1986). With the new section of the Rhine Valley line was relieved and an equally clocked transport to be established. Because of substructure problems the speed limit on the partial section was lowered temporarily in late 1988 to 140 km / h.

Upon completion of the construction work began in January 1991, the inspection, test and personnel training rides in the 71.18 km long section between the branch Saalbach and the threading in Stuttgart. The Hochtastfahrten for approval measuring vehicles drove on the route starting with 160 km / h, with increases by 10 km / h The decrease in speed of 310 km / h ( speed limit 280 km / h plus ten percent reserve) had to be achieved at least five trips to approval. The acceptance runs were completed by 1 April 1991. This was followed by training rides for the staff. Prior to commissioning of the first two high-speed lines while took between one and two thousand drivers route customer journeys and were compared with the technical features (eg, cab signaling, emergency brake ) familiar.

On 9 May 1991, the high-speed line was taken over their entire length in operation. The opening parade with 600 invited guests of honor ( including Federal Railroad CEO Dürr, Minister President and Mayor Rommel ) went at noon on May 31, from Stuttgart via Mannheim back to Stuttgart. At a station festival at Stuttgart Hauptbahnhof tens of thousands of visitors were expected. Public taster trips had already been sold out months earlier.

On 2 June 1991, the regular operation started on the entire route. The new ICE line 6 resulted from Hamburg, Hannover, Göttingen, Kassel- Wilhelm height, Fulda, Frankfurt, Mannheim, Stuttgart, Ulm and Augsburg to Munich. The journey from Mannheim to Stuttgart was reduced from 77 to 40 minutes between Stuttgart and Frankfurt from 131 to 82 minutes. The permissible maximum line speed was initially limited to 250 km / hr.

Costs and benefits

The total cost of the project amounted to 4.336 billion DM ( € 2.217 billion - predicted settlement amount as of mid 1994, formed by the addition of actual expenditure over the years ). The basic reasons for exceeding the originally planned cost in 1994 increased construction prices (up 70 percent from 1972 to 1991 ) and were called " partial extremely unfavorable geological and geographical settlement developments ." Adjusted for inflation, is the sum of approval have been complied with " roughly ".

In 1973, the 105 km long version with around 900 million DM ( approximately 460 million euros ) calculated. Beginning of April 1980 estimated the DB after the current state of 3.4 billion DM in late 1983 were DM 3.75 billion calculated ( price as of January 1983). Until the end of 1983 while DM 0.7 billion were invested and contracts awarded in the amount of DM 0.9 billion.

The end of 1984 gave the Federal Railroad cost reduction in the first two new lines known. Thus, the total cost should at DM 14.7 billion (about € 7.5 billion ) DM 850 million ( approximately € 435 million ) lower than previously planned ( Price as of: January 1, 1984). The authority justified this development, inter alia, with cost-saving tunneling methods, more accurate calculation options in the course of progressive realization and the competitive situation in the construction industry. Beginning of 1986 were the expected construction costs of the new line at DM 3.65 billion ( Price as of: 1985 € about 1.87 billion). Mid-1970s, calculated the DB with annual revenues of DM 213 million ( approximately € 109 million ) by the distance corresponding to a return on investment of more than eight percent. 1987, the estimated cost of 3.76 billion DM

Tunnels and bridges make up about half of the total cost.

As part of the corridor studies commissioned on 15 June 1971, the cost of projects of different transport modes in three selected corridors were compared with the comparative benefits until December 1974 for the first time. Two highway and a federal road project were thereby tested between Mannheim and Stuttgart. The Mannheim- Stuttgart line was thereby assigned the highest priority, ahead of the routes Hannover -Würzburg and Cologne - great- Gerau. Among the four mid-1970s new lines planned the route pointed to a benefit -cost ratio of 10.28 highest rating. Also around 1978 have the route among the six planned new routes to the best benefit -cost ratio.

View

The part of the Stuttgart 21 project provided P option provides for future increased levels of traffic in the node Stuttgart to extend the new line on the Prague tunnel into the area between North Station and Prague cemetery to einzumünden there in the tunnel Bad Cannstatt Hauptbahnhof.

A traffic forecast expected for the year 2025 in the section between Stuttgart Vaihingen and 62,200 travelers per day ( total of both directions); This represents an increase of 9,000 travelers over 2010. northwest of Vaihingen be expected ( 12,400 ) 50,600 travelers.

Operation

Today ( as of 2008) required the ICE -stroke trains for the section Stuttgart -Mannheim 35-38 minutes. At the same time drive TGV POS relation Stuttgart- Paris and the IC / EC trains Stuttgart- Bruchsal -Karlsruhe on the high-speed line to the junction Rollenberg and then to Karlsruhe; the travel time between Stuttgart and Karlsruhe is located in TGV also at 35 minutes in the IC / EC at 42 minutes.

The following lines sailing the new Stuttgart -Mannheim in 2008 timetable completely or in parts:

• ICE Dortmund -Mannheim and Munich
• ICE Berlin -Mannheim and Munich
• ICE Berlin -Mannheim -Basel
• ICE Cologne -Mannheim -Basel
• ICE Hamburg-Frankfurt/Main-Mannheim-Stuttgart
• ICE Hamburg-Frankfurt/Main-Mannheim-Basel
• TGV ( Munich ) Stuttgart- Paris
• IC / EC Munich -Stuttgart- Bruchsal -Karlsruhe ( - Strasbourg)
• IC / EC Hamburg -Cologne- Mainz- Mannheim -Stuttgart
• IC Nürnberg-Stuttgart-Vaihingen/Enz-Pforzheim-Karlsruhe ( Basel ) ( every two hours )
• IC / EC Frankfurt / Main- Stuttgart -Salzburg- Austria ( every two hours )
• EC Hamburg, Cologne and Mannheim -Basel -Chur

In addition to these lines still run different trains at rush hour with a variety of relationships, such as Stuttgart -Saarbrücken, Stuttgart, Mannheim and Stuttgart Wiesbaden.

Remarkable for a German new high-speed route is the use of the section between Vaihingen ( Enz ) and Stuttgart through scheduled regional trains. The coatings formed from double-deck coaches run every two hours in both directions between Stuttgart and Karlsruhe, with additional trains to Pforzheim, Muehlacker and Vaihingen.

With the widespread abolition of train type Interregio the state of Baden -Württemberg had set up a regional transport across the track from the end of 2002. The trains, first with InterRegio car, traveling between Stuttgart and Karlsruhe and used it between Stuttgart Vaihingen and the high-speed line. On March 19, 2006, first single rounds on double-deckers converted ( with locomotives of the class 146.2 ).

The track is 4:30 to 23:50 clock priority trains of long-distance passenger transport available, the rest of the time have freight trains in operation handling priority. Between 22 and 6 clock navigate today (as of 2009) about 60 freight trains the route, 6-22 clock neun freight trains.

Daily used In August 1994, around 100 people and 30 freight trains the track. The new line was established in 1995 between the branch Rollenberg and Vaihingen ( Enz ) of 110 persons and 30 freight trains ply daily. The forecast for the Federal Transport Infrastructure Plan 1980 saw for 1990, a load of 77 persons and 130 freight trains per day before. The economic calculation has been based on 240 trains per day, about one half passenger and freight trains. In addition, network-wide effects were recognized. As reasons for the unusual usage is actually lower in 1994 including the not yet completed ( the forecast taken as a basis ) were reported expansion of the network and the rest of " unsatisfactory performance " of rail freight.

The maximum line speed for start-up was 250 km / h After an exception approved by the Federal Ministry of Transport dated 24 March 1995 the speed limit between the control center About Pfingstberg and the branching point Saalbach was raised for the ICE 1 at 280 km / h. After another exception approvals finally a vehicle-based system was introduced by the Decree of 27 December 1996.

From the late 1990s was the speed limit - even in late fall - at 250 km / h The timetable change on 13 December 2009, the allowable speed for the ICE 1 and ICE 2 was raised between Pfingstberg and forestry tunnel to 280 km / h.

A continuous increase in speed to 280 km / h in the tunnels of the high-speed sections, is examined (as of 2007). The necessary, safe separation of passenger and freight trains is to be realized through changes to the existing signaling. Notwithstanding the in § 40 No. 2 pp. 1 EEO maximum speed limit of 250 km / h is allowed an exception approved by the Federal Ministry of Transport ( according to § 3 para 1 No. 1 EEO) a maximum line speed of 280 km / h associated with special safety requirements.

Exception approval for the 280-km/h-Betrieb with ICE 2 ( September 1996)

Independent vehicle exception approval for the 280-km/h-Betrieb ( December 1996)

In October 2010, the control center About Enztal was dismantled.

Technology

The standard gauge track has two continuous line tracks with a track pitch of 4.70 m, with a formation width of 13.70 m. The superstructure was carried out largely in conventional ballast superstructure with UIC -60 rails on B -70 concrete sleepers with System W. In 1993, the gravel was stuck in the head area of the tracks in the tunnels of the first two new lines to a total length of 86 km elastic. These measures should prevent damage due (up to several tons ) ice sheets in the winter - due to temperature and pressure changes when entering the tunnel and when trains - separate from the trains and damage to infrastructure.

For the measures provided for in the planning mixed operation of passenger and freight trains, maintenance were at a distance of five to seven kilometers crossovers, and operating and Überholbahnhöfe in Hockenheim, Kraichtal and Vaihingen ( Enz ), at a distance of around 25 km, furnished. They are equipped with 100 km / h passable ( turnout radius 1200 m ) is merely the control center Mettertal can be driven with 130 km / h.

Trains to be travel the route must, for meetings with up to 250 km / h fast vehicles (particularly in tunnels ) are suitable. For passenger trains the toilet systems must be carried out in a closed construction. In the years 1988 and 1989 alone, a total of 160 Intercity cars (21 Apmz, 37 Avmz, 102 Bpmz ) of the then German Federal Railroad were druckertüchtigt to travel the route without restrictions. The weight of wagon trains of combined transport shall not exceed 1 600 tonnes. The maximum weight of freight trains - due to the maximum load of the high bridges of the same already moving and braking trains - is located at 2500 t.

The track is fitted throughout (km 2.1 to 99.5 ) with Linienzugbeeinflussung ( LZB ). Originally it was planned that LZB to use only as a supplement to the H / V signal system for fast moving trains. In the further development - when it became clear that most of the trains LZB - out would run across the track - the H / V system was designed as a fall-back level and the number of signals is reduced to about one third of the allotted number. Fixed light signals cover only the operating points of the circuit; only the sequence of moves serving block signals were not installed. Each SCB sub-blocks were set up at a distance of 2.5 km between the stationary signals to compress the sequence of moves at LZB - guided trains. Tracking a LZB -guided train it into a free LZB block section one, which is part of a not -free H / V- block section, the opaque light signal turns dark. Mid-1970s was temporarily considered to install the Sk- signal system on the track instead of LZB.

The track was completely equipped for track change mode. To track vacancy detection audio-frequency track circuits are used. With the exception of Long -field tunnel no distant signal were set up on the high-speed line.

The prematurely put into operation section between Mannheim and the branch Saalbach is controlled from conventional relay interlockings out the other sections of the electronic interlocking ( CBI ). The electronic interlocking Hockenheim was brought forward and served as a test vehicle for the first two new lines.

The course of the line are designed as high-speed switches. From branch Saalbach came - the first time in Germany - Basket deflectors for branch speeds of 200 km / h ( 6000-7000 m radius ) for use that had been newly developed. The points are each 154 m long and 210 tons in weight, the length of the tongues is 56 m. The Weichenpaar is today ( in addition to the course of Nantenbacher curve and the high-speed switches in the station Bitterfeld ) to the six branches off as soon as traffic course in Germany.

With a total length of 190 km between Florsheim and Stuttgart new railway power lines were built to ensure the energy supply of the route. The route is electrified with 15 kV and 16.7 Hz alternating current. On the route an overhead line of the type Re 250 is used. Substations were built at a distance of around 20 km; substations meadow valley and Vaihingen ( Enz ) are supplied from a cul - rail power line branching from the track Wiesentalstrasse -Vaihingen. 1750 steel grating and in 1150 spun concrete poles take on the contact wire. The Nachspannlängen the chain plants are located at 1300 m. Around 300 million DM, about 8.5 percent of the total expenditure on electrical installations ( Price as of: about 1989). The height of the contact wire above rail level is 5.30 m ( in Altnetz fluctuating between about 4.9 and 6.0 m). The upper current limit initially was 1000 amperes and should be lifted after a successful test in 2001 to 1500 A.

The tunnel route are suitable for the nominal cross-sectional area of 82 m², for meetings of 250 km / h fast ICE trains at 120 km / h fast freight trains. Higher ICE airspeeds make special demands on the nature of the freight car loads. As a result of two leading into the distance course will be achieved at the north portal of the tunnel Rollenberg 210 m². In the landmark tunnel a slab track was installed.

By the end of 1992, a continuous supply of public radio along the route was established under the "tunnel radio system 91 ". The developed between 1989 and 1991 by the then Federal Railways, the German Federal Post and Telecom, Bosch, Siemens and ANT system (including all tunnels) set up by the end of 1992 along the entire route. A total of seven channels of the C network, a channel of EUR signal and transmission options for three radio channels were established. In the first two new lines 213 tunnel radio stations have been established, equipped 320 km route with leakage, power and fiber optic cables. The interior of the technique was carried out during the current operation, night 1-6 clock. The investment decision was preceded by a field testing in Arnstedt and Orxhausen. The tunnel radio system was in operation until 31 December 2000.

21 base stations provide the route and its tunnel with GSM -R. Numerous base stations of GSM public mobile communications provide the route. At eleven locations additional base stations were set up to ensure the uninterrupted supply of the track. At five locations ( Pfingstberg Tunnel North, role Tunnel West, Freudenstein Tunnel East, Landmark East Tunnel, Tunnel Long Field West) repeater systems were built to supply the tunnel, to ensure a continuous reception in cars equipped with repeaters.

Security concept

The safety of railway operation is achieved by a variety of measures. Accordance with the provisions of the Railway Construction and Operating Rules are for quick journeys over 160 km / h beyond prescribed further action. So trains are monitored continuously at quick trips by train control; as fallback are H / V signals in a compact design available. At all junctions in the main tracks Protection course was to install, level crossings were not allowed to be set up.

The safety concept for the tunnel in the new lines emerged in the 1980s from an intensive discussion process. According to the valid during the planning phase Approved codes of practice, the tunnel track with escape routes along the edge path, escape route markings, an orientation lighting (from 800 m in length ) and airflow alarm systems were fitted ( to determine the flight direction). Chance of access roads to and rescue areas have been set up at the portals, in some tunnels and emergency exits. The establishment of emergency exits based on considerations of proportionality between costs and saving benefits, with participating states had demanded a substantial compression of the outputs.

Ten tunnels with a total length of about 30 km are included in a retrofit program in which the structures are to be adjusted without disturbing the structure as far as possible to current safety standards. This includes among other things the establishment of rescue centers, the building of access roads, paths and escape routes edge markings and the fire water supply. By late 2012, several tunnels the route to be retrofitted with rescue places and entrances. Retrofitting of emergency exits is not provided due to high costs. This retrofit program has been running since about 2002.

Freight trains travel the route only at night, so as not to hinder the high-speed traffic and to avoid encounters with passenger trains. In Mannheim and Kornwestheim a rescue train was ever stationed.

ICE Enztal between bridge and tunnel powder Dinger

TGV POS between Enztal bridge and tunnel powder Dinger