Junction Bruchsal Rollenberg

Junction Bruchsal Rollenberg
Schematic representation of the traffic routes at the junction in Bruchsal Rollenberg
Gauge :	1435 mm ( standard gauge )
Power system :	15 kV 16.7 Hz  ~
Ubstadt link
Route number (DB) :	4083
Course book section (DB) :	771 (Mannheim – Stuttgart)
Route length:	2.8 km
Top speed:	160 km / h
Dual track :	(continuous, level-free threading)
Legend Rheintalbahn from Heidelberg 46.6 0.0 Ubstadt-Weiher (Abzw) 110.3  m Rhine Valley Railway to Karlsruhe Katzbachbahn Bruchsal ↔ Odenheim High-speed route from Mannheim Bruchsal connecting route (see below) 2.8 45.3 Bruchsal Rolleberg 131.3  m High-speed route to Stuttgart
Bruchsal link
Route number (DB) :	4085
Course book section (DB) :	770 (Karlsruhe – Stuttgart)
Route length:	2.1 km
Top speed:	100 km / h
Dual track :	- ( threading at the same level )
Legend Rhine Valley Railway from Karlsruhe 49.6 0.0 Bruchsal North 110.9  m Rheintalbahn to Heidelberg Katzbachbahn to Odenheim High-speed route from Mannheim Ubstadt link (see above) 2.8 45.3 Bruchsal Rolleberg 131.3  m High-speed route to Stuttgart

The junction before the line goes into operation

Train from Bruchsal in the direction of Stuttgart on the connecting curve Bruchsal (April 2006)

To the top left the two tracks to Heidelberg, bottom left the track to Bruchsal. In the middle the high-speed line (January 2009)

At the Bruchsal Rollenberg junction , there is an extensive overpass structure at the intersection of the Mannheim – Stuttgart high-speed line with the Heidelberg – Karlsruhe line and two level connecting tracks between the two lines from / to Ubstadt and a level connecting track from / to Bruchsal and Karlsruhe in Baden-Württemberg .

In it flows from the northwest the connecting curve Ubstadt , which of the branch-off point Ubstadt-Weiher (Abzw) starting from the compound Heidelberg manufactures. The connecting curve Bruchsal joins from the south-west, which provides the connection from Karlsruhe - Bruchsal from the Bruchsal Nord junction .

Location and course

The Bruchsal-Rollenberg junction (abbreviation in the RROL operating site directory) is located at the northwest portal of the Rolleberg tunnel and thus exactly at the transition from the Upper Rhine Plain to the Kraichgau . Three tracks from the Mannheim – Heidelberg – Karlsruhe line merge into the double-track high-speed line: the pair of tracks on the Ubstadt curve from the north, from Mannheim-Heidelberg, the track on the Bruchsal curve from the south, from Karlsruhe.

Both curves span an area of ​​around 50  hectares . Inside there are parts of the now disused and sealed circuit landfill Bruchsal and the branch of the railway line Bruchsal-Odenheim the track Karlsruhe-Heidelberg with the siding of the landfill.

Connection curve Ubstadt

The two tracks of the connecting curve Ubstadt thread at the junction Ubstadt-Weiher (Abzw) (abbreviation: RUWA) in a south-easterly direction without elevation from the Heidelberg – Karlsruhe line. Trains from Heidelberg get onto the high-speed line via the southern track that joins the high-speed line. The northern track, which is scheduled to travel at 150 km / h, is used as planned by trains going to Heidelberg. Both tracks thread into the two tracks of the high-speed line at the Rolleberg junction.

The curve also crosses the Bruchsal – Odenheim railway line, federal road 3 and county road 3585.

For the dam body of the curve, around 950,000 cubic meters of material from the pre-cut and excavation of the roller mountain tunnel were installed.

The high-speed switches

All four turnouts that connect the Ubstadt curve with the Rhine Valley Railway and the high-speed line are high-speed turnouts of the earliest design in Germany . The designation is EW 60-6000 / 3700 1: 32.5-fb, the permissible speed in the straight is 280 km / h, branching 160 km / h. This makes it possible to drive along the connecting curve to and from the Rhine Valley Railway at the maximum speed of 160 km / h permitted in this section of the route.

These are so-called basket arch turnouts, i.e. H. the curve begins at the switch blades with a larger radius (here: 6000 meters), and then changes to a smaller radius (here: 3700 meters) towards the middle of the switch. Switches of newer design ( clothoid switches ) have a smooth transition in the radius that extends over the entire length of the switch, so that jerk-free travel of the branching trains is possible. Turnouts of this type can also be found in Germany in the Zeppelinheim train station ( Riedbahn , branch to the airport long-distance train station ).

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  Rheintalbahn from Heidelberg, branch to the high-speed line towards Stuttgart

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  Rheintalbahn direction Heidelberg, threading from the high-speed line

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  High-speed route Mannheim-Stuttgart, north-west portal of the Rolleberg tunnel, branch to the connecting curve Ubstadt towards Heidelberg.

Bruchsal connecting curve

The single-track connecting curve Bruchsal leads at the junction Bruchsal Nord (abbreviation: RBRR) in a north-easterly direction from the route from Karlsruhe and Bruchsal. South of the tracks of the high-speed line it flows into the southern of the tracks of the Ubstadt curve.

The curve crosses the B 3 and crosses the tracks on the Bruchsal – Odenheim line. It cuts the Bruchsal district landfill in two halves.

Junction Bruchsal-Rollenberg

In front of the north-west portal of the Rolleberg tunnel there are five tracks that merge into three in the area of ​​the portal: the two high-speed line tracks and the south-west track from the direction of Bruchsal / Heidelberg. Shortly after the portal, the third track threads into the southwestern track. This makes the north-west portal of the Rolleberg Tunnel the only railway tunnel portal in Germany with three tracks. With a cross-section of 210 square meters, it is also one of the tunnel portals with the largest cross-section on a German high-speed line.

Planning and construction

In the planning phase, the area of ​​the junction was in the planning approval section 6a (Ubstadt-Weiher), which stretched from 43.736 to 47.775 kilometers. The plan approval procedure was initiated in November 1976. On May 16, 1979, a new plan approval procedure was opened. The 75 objections raised were discussed on November 23, 1981 . On March 10, 1983, the regional council submitted its opinion. Two actions were brought against the planning approval decision of April 29, 1983. It came into force on December 19, 1983.

According to the planning status of 1973, the Rhine Valley Railway and Bundesstraße 3 should be crossed when coming from the north . This should be followed by two 2.4 km and 0.7 km long tunnels. The new line was to be linked to the Rhine Valley Railway without any elevation. The connecting tracks running in the open cut should also partly run in tunnels. In the southern section of the curve, the tracks in the direction of Stuttgart and Heidelberg should run in two separate, single-track tubes. The west tube (in the direction of Stuttgart) was supposed to cross under the Rolleberg tunnel, briefly go to the surface and, after another short tunnel, merge into the new line south-east of Spiegelberg. The eastern track (in the direction of Heidelberg), on the other hand, should be threaded out in the southeastern area of ​​the Rolleberg tunnel and also run in a tunnel until it merges with the track in the opposite direction. A minimum arc radius of 3200 meters was planned for the connecting curve . The threading into and out of the new line was planned with a radius of 5000 meters.

Connection curve Ubstadt

The Ubstadt connecting curve, which can be driven at speeds of up to 160 km / h, was built between 1984 and 1988. In the process, dams up to 24 meters high and 180 meters wide were created and a total of 950,000 cubic meters of earth was built up, which was extracted from the Rolleberg tunnel and its pre-cut. The construction costs were around 1986 at 39 million DM (20 million €).

Originally, a branch speed of 130 km / h was planned. In the planning phase, the branch was initially also referred to as the Wiesenthal branch .

Bruchsal connecting curve

The connecting curve Ubstadt was only supplemented by the connecting curve Bruchsal towards the end of the 1980s. The single-track curve, which can be driven at 100 km / h, was planned retrospectively. It should serve the regional / interregional traffic in the south-east direction. Another essential purpose was the envisaged European high-speed connection between Paris , Strasbourg , Munich and Vienna ( main line for Europe ). At the 45th Franco-German consultations, it was agreed to examine options for connecting LGV Est with the new Mannheim – Stuttgart line.

After the end of the 13-month planning approval procedure in March 1988, the first groundbreaking ceremony for the curve was celebrated on September 30, 1988. For the curve that was planned subsequently, the pre-cut of the Rolleberg tunnel that had already been made had to be expanded from February 1988.

In the construction phase of the curve, driving through the Bruchsal district garbage dump turned out to be problematic, as it had to be sealed against the surrounding groundwater during the construction phase, and 65,000 cubic meters of garbage had to be relocated. During the planning approval procedure for the landfill, which was completed in 1972, the Federal Railroad had to reschedule the landfill in order to avoid the planned new line and the Ubstadt connecting curve from cutting through the dump. The planned construction costs of the Bruchsal curve were 27 million DM. For the approximately 500 meter long and - due to the height of the garbage - 10 to 16 meters high to be carried out through the landfill area, a dozen different solutions were discussed, including different variants of bridges, troughs , Tunnels, dams and frames . The solution to be found should, on the one hand, be resistant to harmful landfill influences, on the other hand, be insensitive to subsidence (50 cm to 1 m were expected) and ultimately use as little floor space as possible in the landfill. Finally, a 536.8 m long massive dam made of 62 blocks was realized. The call for tenders began in January 1989. The construction work with an order volume of around 16 million DM (around eight million €) began on April 17, 1989 and was completed on July 31, 1990.

The construction costs were estimated at 27 million DM at the end of 1988. According to this planning status, an interregional line should run over the curve every two hours.

Track renewal

In July 2020, the three connecting tracks were renewed.

Web links

• Representation of the rail routes and the permissible speeds on the OpenRailwayMap.

Individual evidence

1. ↑ after measurement on topographic map 1: 50,000.
2. ^ ^{A b} Hans-Wolfgang Scharf: The railway in the Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 , p. 47 .
3. ↑ ^{a b} Deutsche Bundesbahn (ed.): Link Ubstadt-Weiher. Earthworks , data sheet (two A4 pages), no year (approx. 1986).
4. ↑ ^{a b c} Message NBS Mannheim – Stuttgart: largest tunnel pre-cut completed . In: The Federal Railroad . Vol. 65, No. 5, 1989, ISSN  0007-5876 , p. 445.
5. ^ Erich Fein: New Mannheim – Stuttgart line: Commissioning in the Rhine Valley . In: Die Bundesbahn , issue 5/1987, pp. 381–393.
6. ↑ Deutsche Bundesbahn, Central Transport Management: Explanatory report on the planning of the new Mannheim - Stuttgart line . October 1973, file number 400a / 411a.4002 / 4123 Nv (Mhm – Stg) , p. 8, overview map pre-routing and site plan (sheet 4) (available at the General State Archives Karlsruhe ).
7. ↑ Peter Münchschwander (Ed.): The high-speed system of the German Federal Railroad . R. v. Decker's Verlag G. Schenk, Heidelberg 1990, ISBN 3-7685-3089-2 , p. 86.
8. ↑ ^{a b} Scharf (2006), p. 201.
9. ^ Georg Fischer: The upgraded lines of the German Federal Railroad . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future . Hestra-Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , p. 203-207 .
10. ^ ^{A b} Aris Samaras, Christiane Lauer: New Mannheim – Stuttgart line: Bruchsal connecting curve . In: Die Bundesbahn , 5/1989, pp. 451–456.
11. ↑ The high-speed age is approaching . In: Die Bahn informs , Issue 1, 1989, pp. 4-8, ZDB -ID 2003143-9 .
12. ↑ ^{a b} New line connection for Karlsruhe . In: Die Bundesbahn , 64, No. 12, 1988, ISSN  0007-5876 , p. 1197.
13. ^ Announcement of the first groundbreaking for the Bruchsal NBS connection . In: Eisenbahn-Kurier , No. 196, 1, 1989, ISSN  0170-5288 , p. 10.
14. ↑ Alfred Pellar, Gerhard Berger Pommer: The massive dam within the connecting curve Bruchsal . In: Peter Koch, Rolf Kracke , Theo Rahn (eds.): Engineering structures on the new lines of the German Federal Railroad . Hestra-Verlag, Jahr, ISBN 3-7771-0240-7 ( Archives for Railway Technology , Volume 44), pp. 75-98.
15. ^ Project diary Mannheim - Stuttgart. In: bauprojekte.deutschebahn.com. Deutsche Bahn, July 20, 2020, accessed on August 25, 2020 (section KW30 ). 

Coordinates: 49 ° 8 ′ 50 ″  N , 8 ° 37 ′ 12 ″  E