Expansion of the Nuremberg – Stuttgart line

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The upgraded Nuremberg – Stuttgart line was a railway project in the 1985 Federal Transport Infrastructure Plan .

The expansion of the axis has been under discussion since the 1980s.

history

Development of travel times in long-distance traffic between Nuremberg and Stuttgart
product Timetable year Typical travel time
Interregio Winter 1996/1997, winter 1999/2000
and winter 2000/2001 		130 minutes
Intercity 2004 131 minutes
Intercity 2013 134 minutes
Intercity 2019 133 minutes

The project was included in the 1985 Federal Transport Infrastructure Plan in the planning priority level . The investment costs were put at 890 million DM at the 1983 price level. The project was part of a cross-connection from Saarbrücken via Mannheim and Stuttgart to Nuremberg, the cost of which was estimated at 1.21 billion DM at the same price level. It was largely the result of a computerized model approach with which the Deutsche Bundesbahn was looking for measures with the relatively greatest traffic potential for the Federal Transport Infrastructure Plan in 1985. The upgraded line was included in the 1985 Federal Transport Infrastructure Plan at the suggestion of the Deutsche Bundesbahn.

The planning depended largely on the French project of LGV Est . At the 45th Franco-German summit of the heads of state and government in March 1985, an initially separate and then joint investigation of a high-speed connection from Paris via eastern France and its connection to the German network was decided. These investigations were completed on the German side at the end of 1985 and led to the registration of the upgraded routes Saarbrücken-Ludwigshafen and Nuremberg-Stuttgart as planning for the Federal Transport Infrastructure Plan 1985. In December 1986, a working group with representatives from both transport ministries and railway companies started work.

The upgraded line led from Nuremberg via Ansbach , Crailsheim , Schwäbisch Hall-Hessental as well as Backnang and Waiblingen to Stuttgart. It included the railway lines Nuremberg – Crailsheim , Crailsheim – Heilbronn to Schwäbisch Hall-Hessental, Schwäbisch Hall-Hessental – Waiblingen and Aalen – Stuttgart-Bad Cannstatt from Waiblingen.

As part of the project, line improvements and signal adjustments between Schwäbisch Hall-Hessental and Nuremberg were planned to increase the line speed to a maximum of 200 km / h. Electrification was planned between Crailsheim and Backnang, which was carried out in 1996. The line speed between Nuremberg and Stuttgart was to be increased by removing narrow curves and other speed restrictions. The route via Backnang was 13 km shorter than the then electrified route via Aalen ( Remsbahn ).

A specific planning order for these measures was not given to the Deutsche Bundesbahn (status: May 1987). In order to secure the route, a route should be determined in individual cases and with the consent of the Federal Ministry of Transport.

In the earlier federal transport infrastructure plans of 1973 and 1980 , a project in this relation was not yet included.

Follow-up projects

The project was no longer included in the 1992 Federal Transport Infrastructure Plan. Instead, a so-called 1st stage of the ABS Karlsruhe - Stuttgart - Nuremberg - Leipzig / Dresden was included as a new project in the urgent need . 720 million DM investment costs were earmarked for the German Federal Railroad, a further 725 million DM for the German Reichsbahn (price as of January 1, 1991). A second stage with investment costs of 1,900 million DM was added to the additional requirements , which were exclusively attributable to the Deutsche Reichsbahn division. The Federal Government had previously had a Transrapid solution tested for the Stuttgart – Nuremberg – Dresden axis . As part of the 1st stage, among other things, an upgrade for arc-fast driving, the electrification between Nuremberg, Hof and Reichenbach as well as the installation of new signaling and telecommunication systems were planned.

The follow-up project covers a length of 740 km.

Federal Transport Infrastructure Plan 2003

In the Federal Transport Infrastructure Plan 2003 , the section between Dresden and Hof was considered an ongoing project , the section between Hof and Nuremberg was a new project . The transport investment report for the reporting year 2012 does not contain any information for the area between Nuremberg, Stuttgart and Karlsruhe.

Federal Transport Infrastructure Plan 2030

In 2013, the state of Baden-Württemberg registered the expansion of the Residenzbahn and the Remsbahn for the Federal Transport Infrastructure Plan 2030 in reporting group 1 “Axes of the Trans-European Railway Network (TEN) and other international routes”. To accelerate the route, optionally with tilting technology and the double-track expansion of the section between Crailsheim and Goldshöfe , the costs in Baden-Württemberg are estimated at 108 million euros. According to the registration, the shorter route over the Murrbahn only falls into group 2 "Axes between regional centers" and is intended to be called "ABS Stuttgart - Crailsheim" to remove goods and passenger traffic bottlenecks for 180 million euros between Backnang and Schwäbisch Hall-Hessental to be expanded to two tracks to 42 kilometers. Tilting equipment is mentioned as optional.

According to the state of Baden-Württemberg, the federal government considers the expansion of the axis from Karlsruhe via Stuttgart to Nuremberg to be a regional transport project and has therefore refused to include the project in the Federal Transport Infrastructure Plan 2030 as an urgent requirement. It can initially be found in the potential needs of the BVWP 2030.

In 2018, the project was upgraded to an urgent requirement alongside 28 projects . Between Backnang and Schwäbisch Hall-Hessental, a double-track expansion with tilting technology trains for 160 km / h is planned. The costs are estimated at 420 million euros. According to the Federal Ministry of Transport, the project via the Murrbahn is more economically advantageous than an expansion via Aalen. The expansion of the Remsbahn between Goldshöfe and Crailsheim could take place via the Municipal Transport Financing Act.

An investigation commissioned by the federal government for the expansion of the Stuttgart – Nuremberg corridor came to the conclusion that the cross-sectional load in single-track sections was very low and that a double-track expansion was not necessary. The shortest travel time on the axis can be reached via the Murrbahn and with tilting technology trains, for which investments of 255 million euros are required.

Community of interests

On July 12, 2013, the interest group Schienenkorridor Stuttgart – Nürnberg was founded in Crailsheim to promote the expansion of the axis between Nuremberg and Stuttgart. An office based at the Regionalverband Ostwürttemberg started work in 2013. The godfather was the already existing interest group Gäu-Neckar-Bodensee-Bahn .

Further investigations

On December 19, 2018, representatives from the state of Baden-Württemberg and the regions agreed to undertake an in-depth study on the expansion of the Murrbahn from Stuttgart via Schwäbisch Hall to Crailsheim and the Remsbahn from Stuttgart via Aalen to Crailsheim. The aim is to clarify which expansion measures are required to accelerate rail passenger traffic on both routes as part of an overall concept. The expansion of the Murrbahn from Stuttgart via Schwäbisch Hall to Crailsheim and the Remsbahn from Stuttgart via Aalen to Crailsheim as well as the continuation to Nuremberg are to be examined in more detail. The aim is to develop a service and infrastructure concept for the Murrbahn, Remsbahn and Obere Jagstbahn , reduce travel times and improve links in the junction stations, in particular Stuttgart and Nuremberg. Eight scenarios and two options are to be examined for this purpose. The investigation is commissioned by the Baden-Württemberg Ministry of Transport and the district offices of Ostalbkreis , Rems-Murr-Kreis and Schwäbisch Hall . The validity period expired on March 31, 2020. According to the Ostalbkreis, a travel time between Nuremberg and Stuttgart of two hours and a limitation of the transfer times in both nodes to 15 minutes are targeted. According to the state parliament member Winfried Mack , the results of the expert opinion should be included in the 3rd expert draft of the Deutschland-Takts.

The second expert draft of the Deutschland-Takt concept provides for a two-hour long-distance or high-speed regional service between Nuremberg and Stuttgart (via Aalen) with a travel time of 2 hours and 12 minutes. In regional traffic, via Schwäbisch Hall-Hessental, 2 hours and 29 minutes should be achieved. In addition, a long-distance line from Stuttgart to Zurich, with stops in Schwäbisch Hall-Hessental, Crailsheim and Ansbach, is to travel between Nuremberg and Stuttgart in one hour and 51 minutes. This line is expected to use tilting technology .

Web links

  • Course, operating points and permissible speeds of the existing routes between Nuremberg and Stuttgart on the OpenRailwayMap

Individual evidence

  1. ↑ a b Jürgen Grübmeier, Roland Heinisch : measures the German Federal Railroad for the Federal Transport Infrastructure Plan '85 (BWP '85) . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future . Hestra-Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , p. 219-224 .
  2. ^ A b Dieter Glück, Hans Peter Weber: Bundesverkehrswegeplan '85: area of ​​rail traffic . In: Railway technical review . tape 34 , no. 12 , 1985, ISSN  0013-2845 , pp. 889-893 .
  3. ^ 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 .
  4. ↑ a b c d Federal Railway Directorate Stuttgart (ed.): DB program in Baden-Württemberg . Karlsruhe and Stuttgart May 1987, p. 7-4 - 7-6 .
  5. ↑ The Federal Minister of Transport (ed.): Bundesverkehrswegeplan 1985 . Decision of the Federal Government of September 18, 1985. Bonn October 1985, p. Map 1 .
  6. ^ Chambers of Industry and Commerce in Baden-Württemberg (ed.): Rails of the future in Baden-Württemberg . Memorandum of the working group of the chambers of industry and commerce in Baden-Württemberg. Mannheim December 1986, p. 56 .
  7. ^ A b Hans Peter Weber, Michael Rebentisch: The Federal Transport Infrastructure Plan 1992 for the rail sector . In: Railway technical review . tape 41 , no. 7/8 , 1992, ISSN  0013-2845 , pp. 448-456 .
  8. ↑ The Federal Minister of Transport (ed.): Bundesverkehrswegeplan 1992 . Reprint April 1999. Bonn July 1992, p. 36, 38, 61 .
  9. ^ German Bundestag (ed.): Transport investment report for the reporting year 2012 . Informed by the Federal Government (=  printed matter . No. 18/580 ). Bundesanzeiger Verlagsgesellschaft mbH, February 18, 2014, ISSN  0722-8333 , p. 27, 63-67 ( online [PDF; 69.4 MB ]).
  10. ↑ Ministry of Transport and Infrastructure (Ed.): Registrations of the State of Baden-Württemberg for the Federal Transport Infrastructure Plan 2030 (BVWP 2030) - long version - . Stuttgart April 30, 2013, p. 7 ( baden-wuerttemberg.de [PDF; 47 kB ; accessed on February 29, 2020]). PDF ( Memento from January 28, 2016 in the Internet Archive )
  11. ^ Roland Muschel: Hermann is annoyed with Dobrindt . In: Swabian Post . January 23, 2017, p. 5 ( swp.de ).
  12. ↑ PRINS: ABS Stuttgart - Backnang / Schwäbisch Gmünd - Aalen - Nuremberg
  13. ↑ Extension of the Stuttgart - Nuremberg route is being investigated . In: Eisenbahn-Revue International . No. 2 , February 2019, ISSN  1421-2811 , p. 60 f .
  14. ↑ KBS 785 Stuttgart - - Backnang - Crailsheim . In: turntable . tape 36 , no. 287 , May 2018, ISSN  0934-2230 , p. 77 .
  15. ↑ Andreas Harthan: Slower than 75 years ago . In: Hohenloher Tagblatt . July 13, 2013 ( online ).
  16. ↑ https://www.region-stuttgart.org/presse/artikel/aktuell/mit-einer-stimme-fuer-besseren-schienenverkehr/
  17. ↑ State and regions agree: Murrbahn and Remsbahn must be expanded. Ministry of Transport Baden-Württemberg, December 19, 2018, accessed on December 22, 2018 .
  18. ↑ Invitation to tender for a service and infrastructure concept for the Murrbahn and the Rems and Obere Jagstbahn. (PDF) Participation competition. November 18, 2019, pp. 2–4, 13, 16 , accessed April 17, 2020 .
  19. ↑ Winfried Mack : Deutschlandtakt should provide considerable improvements for the Rems and Obere Jagstbahn. In: winfried-mack.de. May 4, 2020, accessed May 6, 2020 .
  20. ↑ a b Target timetable Germany-Takt. (PDF) Second expert draft for long-distance transport. SMA und Partner AG , May 7, 2019, accessed on June 19, 2019 .
  21. ↑ Destination timetable Germany-Takt. (PDF) Second expert draft Baden-Württemberg. SMA und Partner AG, May 8, 2019, accessed on June 26, 2019 (line FV 23.1, departure Stuttgart Hbf at minute: 16; Schwäbisch Hall-Hessental to: 57, from: 59 (each uneven hour)).
  22. ↑ Destination timetable Germany-Takt. (PDF) Second expert draft Bavaria. SMA und Partner AG, May 7, 2019, accessed on June 26, 2019 (Line FV 23.1: Crailsheim to: 16, from: 18; Ansbach to: 40, from: 42; Arrival at Nürnberg Hbf at minute: 07 (odd hour) ).

Comments

  1. ↑ Nürnberg Hbf from: 43, Ansbach to: 06 / from: 07, Crailsheim: 33 /: 35, Ellwangen: 49 /: 51, Aalen: 03 /: 04, Schwäbisch Gmünd: 18 /: 19, Stuttgart Hbf to: 53
  2. ↑ Nürnberg Hbf from: 42, Ansbach to: 06 / from: 07, Crailsheim: 33 /: 35, Ellwangen: 50 /: 51, Aalen: 02 /: 03, Schwäbisch Gmünd: 19 /: 20, Stuttgart Hbf to: 53
  3. ↑ Nürnberg Hbf from: 39, Ansbach to: 06 / from: 07, Crailsheim: 33 /: 35, Ellwangen: 49 /: 51, Aalen: 01 /: 03, Schwäbisch Gmünd: 18 /: 20, Stuttgart Hbf to: 53
  4. ↑ Nürnberg Hbf from: 40, Ansbach to: 06 / from: 07, Crailsheim: 33 /: 35, Ellwangen: 49 /: 51, Aalen: 01 /: 03, Schwäbisch Gmünd: 18 /: 19, Stuttgart Hbf to: 53