Network 21

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"Netz 21" is the name of a strategy with which Deutsche Bahn AG is trying to increase the efficiency of its priority route network.

The concept presented in 1995 emerged from the evaluation of initial operating experience with the full-length high-speed lines Hanover – Würzburg and Mannheim – Stuttgart , which were opened in 1991 . The extensive separation of fast and slow traffic should reduce infrastructure costs and increase the efficiency of the routes. At its meeting on July 7, 1999, the Deutsche Bahn Supervisory Board approved the concept. By 2010, investments of 48 billion DM were planned, of which 10.8 billion were for the network-wide introduction of so-called "innovative control and safety technology". By 2010, this should significantly increase the network's capacity and performance. To this end, three medium to long-term investment packages were planned: for targeted expansions in the existing network, for new control and safety technology and for new construction projects. 1000 new projects should be started every year. A priority network of 10,000 kilometers in length was planned to connect the metropolitan areas. 3,500 km were planned for fast moving traffic, around 4,500 km for slower moving traffic and another 2,000 km for S-Bahn traffic. On priority and service networks, the capacity of individual routes should be increased by up to 30 percent. In addition to the new and upgraded lines under construction, two new construction projects were planned: the new Rhine / Main – Rhine / Neckar line and a connecting line between Frankfurt am Main and the Fulda – Würzburg section . In addition, modular measures were developed for measures for which insufficient funds are available, for example the German Unity Transport Project No. 8 , Stuttgart 21 and the new Wendlingen – Ulm line .

The plan was to operate the 38,500 km long route network in 1998 as three priority subnetworks, a service network and a regional transport network:

H network
3,500 km length for fast passenger traffic (priority)
G network
4,500 km length for freight traffic (priority)
S network
2,000 km length for S-Bahn (priority)
M network
10,000 km length for mixed traffic (service)
R network
18,500 km in length for regional transport

The segregation of trains at different speeds should increase the efficiency of the network and reduce operating expenses by eliminating overtaking stations. Part of this strategy was to set up the various regional networks as smaller organizational units.

The "Netz 21" project has not yet been completed with regard to the development of the H-Netz and the G-Netz. In many places, the corresponding additional routes for high-speed traffic are still missing.

The “Netz 21” strategy has not gone without criticism from rail customer and environmental associations.

In connection with “Netz 21”, the Bahnhof 21 projects are to be seen, which should increase the efficiency of the junction stations and thus shorten the travel time in long-distance passenger traffic.

Individual evidence

  1. ↑ The network of two speeds . In: Frankfurter Allgemeine Sonntagszeitung , No. 40, 2008, p. 71.
  2. ↑ German Bundestag: Answer of the federal government to a small question (...): Saving possibilities through new routing of railways for high-speed traffic taking into account the tilting train technology. (PDF; 335 kB). Printed matter 13/2130 of August 10, 1995.
  3. ↑ Network 21: Modernization of existing lines . In: Railway technical review . tape 48 , no. 9 , 1999, ISSN  0013-2845 , pp. 516 .
  4. ↑ DB Netz AG (Ed.): Annual Report 2002 , p. 23 ( PDF file 0.8 MB).
  5. ↑ Change of strategy: the route network will be completely modernized by 2010 . In: Railway technical review . tape 48 , 1999, ISSN  0013-2845 , pp. 583 .

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