Expansion program for the network of the Deutsche Bundesbahn

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The expansion program for the network of the German Federal Railroad was a program introduced at the end of 1970 for the expansion of the rail network of the German Federal Railroad .

The program was presented to the Federal Ministry of Transport by the board of directors of DB as a contribution to a coordinated federal transport infrastructure plan. For the first time, it included the construction of new lines on a larger scale.

history

In August 1970 the board of directors and the board of directors approved the expansion program. In September 1970 it was presented to the Federal Minister of Transport as a contribution to the Federal Transport Infrastructure Plan. At the end of 1970 it was presented to the public by the DB Executive Board.

The first Federal Transport Infrastructure Plan ( Bundesverkehrswegeplan 1973 ), which was in preparation at the beginning of the 1970s , could not have been waited for due to the urgency of meeting new transport needs.

The projections on which the program is based expected a slow and steady increase in the population of Europe with a simultaneous increase in living standards and jobs. As a result, the demand for transport in both passenger transport (journeys per capita) and goods transport (due to greater spatial structure and distribution of production sites) should increase. This growing need for transport was opposed to a network of routes operated by the German Federal Railroad, largely dating back to the 19th century. The route was neither suitable for higher, market-driven speeds, nor was the capacity of some routes sufficient. Even large passenger and marshalling yards were at the limits of their capabilities and no longer had any reserves for expected increases in traffic. In addition, the combined transport facilities were inadequate.

In the 1950s and 1960s, the German and European railways improved their performance and economy through a variety of measures (e.g. replacement of steam with electric traction, automatic track vacancy detection, etc.).

Planned measures

A network of new and upgraded routes should enable travel times between almost all major economic centers in the Federal Republic, so that the return journey can be completed in one day. In connection with the expansion of marshalling yards, the capacity reserves of the new network in freight traffic should limit transport times between any two locations in Germany to a maximum of 40 hours. At the same time, it should be possible to operate numerous relations in the night jump .

In addition, a systematic improvement of the superstructure, the installation of new signaling technology (1,200 new relay interlockings, 7,500 additional route kilometers with self- block ) and the electrification of connecting routes (around 3,000 km) were planned. An extension of the clearance profile was considered. Level crossings near roads should also be removed. By expanding 19 marshalling yards, their capacity should be increased from 180,000 to 220,000 wagons per day.

Supplementary routes

The program envisaged the construction of six new lines to expand capacity. These so-called supplementary routes should cover a total length of 1,100 kilometers:

A further 1,100 km comprised six additional routes to develop traffic and improve international traffic connections:

  • Kaiserslautern - Ludwigshafen / Mannheim (50 km)
  • Dortmund – Düsseldorf – Cologne (100 km)
  • Bremen – Bielefeld – Gießen – Friedberg (325 km)
  • Nuremberg – Heidelberg and (Nuremberg–) Crailsheim – Stuttgart (195 km)
  • Kassel-Dortmund (160 km)
  • Basel – Munich (325 km)

The additional routes were planned where, from the point of view of DB, only the construction of a third and fourth track would have been suitable to create the necessary capacity. It was obvious to leave the historically grown routes and choose new routes to meet future requirements. The new routes were based on a design speed of 300 km / h - from the perspective of the DB at the time, this was still an economical speed for the foreseeable future. A maximum cant of 150 mm and an unbalanced lateral acceleration of 0.65 m / s 2 resulted in a minimum arc radius of 4,250 m. The gradient was initially planned with a maximum gradient of 10 per mille (in exceptional cases 12.5 per mille). At the end of 1970, investigations were carried out to determine whether larger gradients could also be permitted. The clearance profile should have a width of 4.40 m at a height of 3.80 m above the upper edge of the rail and at a height of 4.80 m it should extend 3.40 m beyond the width specified in the EBO . Due to the increased clearance profile as well as the stress caused by pressure waves when trains meet, a track center distance of 5 m was initially taken as a basis, which should be increased further in the tunnel. The question of whether two-track or single-track tunnels are more economical should also be clarified through high-speed tests.

At the beginning of 1972, the Hanover – Würzburg and Cologne – Groß-Gerau routes were given the highest priority. As a first measure, the new Hanover – Gemünden line went into construction on August 10, 1973.

Upgraded routes

In order to create a continuous long-distance high-speed network between the main economic areas of the Federal Republic and on connections with neighboring countries, an expansion of eight routes with a total length of 1,250 km was proposed:

  • Hamburg – Bremen – Osnabrück – Dortmund (335 km)
  • Hamburg – Uelzen – Hanover (160 km)
  • Dortmund – Hamm – Hanover – Braunschweig (260 km)
  • Cologne – Aachen (70 km)
  • Flieden – Frankfurt am Main (85 km)
  • (Frankfurt am Main–) Hanau – Aschaffenburg (20 km)
  • Würzburg – Nuremberg – Augsburg (240 km)

From the perspective of the State Railways, the routes planned for expansion still had sufficient power reserves even after expansion. In particular, were provided this line improvements h for a maximum speed of 200 km /. The extensions should be completed by 1985.

S-Bahn systems

In addition to the S-Bahn systems currently under construction in Hamburg, Munich, Frankfurt and Düsseldorf, in the Ruhr area and in Stuttgart, new local transport plans have been developed for Cologne, Mannheim / Ludwigshafen and Nuremberg.

First stage of implementation

Analogous to the second expansion program for the federal trunk roads, a period of 15 years was planned for the implementation of a first stage of measures from the DB plan. By 1985:

  • Seven additional routes totaling 950 km:
    • Cologne – Groß-Gerau
    • Hanover – Kassel – Gemünden (–Würzburg)
    • Mannheim – Schwetzingen – Stuttgart
    • Aschaffenburg – Würzburg
    • Stuttgart – Ulm – Augsburg – Munich
    • Rastatt – Offenburg and
    • Karlsruhe – Ludwigshafen
  • Expansion of 1,250 km of existing lines (see above)
  • Improvement of the superstructure on 6,000 kilometers of main lines
  • Conversion of the signaling technology in the entire DB route network
  • Electrification of 3,000 km
  • New construction and expansion of 19 large marshalling yards
  • Expansion of S-Bahn networks and efficient local transport routes
  • Measures to improve combined transport
  • Elimination of level crossings

For the realization of up to 1985 provided supplementary routes 13.2 billion more for the upgraded lines two billion DM were 1,970 total recognized German marks. In the first level of urgency , which should be largely implemented by 1980, bringing together the routes Cologne Gross-Gerau , Hanover – Kassel – Gemünden, Mannheim – Stuttgart and Aschaffenburg – Würzburg. For the new Mannheim – Stuttgart line, a cost-benefit analysis of 10.28 was found to be the highest benefit-cost factor among the new construction projects.

For the two north-south routes Cologne – Groß-Gerau and Hanover – Gemünden, the in-depth planning was carried out in mid-1971. Since the topographical maps required for this on a scale of 1: 5,000 were largely missing, these were made using aerial photography .

In a second stage, the supplementary routes Stuttgart – Munich, Rastatt – Offenburg and Ludwigshafen – Kaiserslautern should follow by 1985. The commissioning of the remaining additional lines was planned after 1985.

Large parts of the program were incorporated into the Federal Transport Infrastructure Plan of 1973. Between 1971 and 1985 this provided for investments in the rail network amounting to 31 billion Deutschmarks. During the same period , investments in the federal highways amounting to 125 billion D-Marks were planned as part of the second expansion program for the federal trunk roads.

literature

  • Deutsche Bundesbahn, The Board (Ed.): Expansion program for the network of the Deutsche Bundesbahn: Text . Status January 1971. File number 42 I a 1577 / Pl 1 Xav 23 from August 28, 1970.
  • Deutsche Bundesbahn, The Executive Board (ed.): Expansion program for the network of the Deutsche Bundesbahn: plants . Status January 1971. File number 42 I a 1577 / Pl 1 Xav 23 from August 28, 1970.

Individual evidence

  1. a b First pile driving for the new Hanover - Gemünden line . In: The Federal Railroad . No. 9, 1973, ISSN  0007-5876 , pp. 581-584.
  2. a b Gunther Ellwanger: New lines and express services of the German Federal Railroad. Chronology. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 , pp. 245-250.
  3. a b c d Paul Werner: Expansion and addition of the route network of the German Federal Railroad . In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 16-20.
  4. a b c d e f g h i j k l Heinz Delvendahl: The expansion program for the network of the Deutsche Bundesbahn. Basics and objectives . In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 7-15.
  5. ↑ The express line of the Federal Railroad will touch the Fulda station . In: Fuldaer Zeitung , March 2, 1972.
  6. a b c d Paul Werner: The tasks of the planning department within the ZTL . In: Die Bundesbahn , year 45 (1971), issue 19/20, ISSN  0007-5876 , pp. 987-994.
  7. ^ Helmut Wegel, Peter Jakob: The planning of the new Mannheim – Stuttgart line . In: Railway technical review . ISSN  0013-2845 , No. 1/2, 24 (1975), pp. 11-15.
  8. ^ Friedrich Laemmerhold: DB expansion program and federal traffic route planning . In: Die Bundesbahn , Issue 7/8, 1971, pp. 315-319.