Waghäusel Saalbach – Graben-Neudorf railway line

Coordinates: 49 ° 12 ′ 43.2 "  N , 8 ° 29 ′ 57.1"  E

Waghäusel Saalbach - Graben-Neudorf
A train on the pair of switches, which can be used at 200 km / h, at the Waghäusel Saalbach junction
Route number (DB) :	4082
Course book section (DB) :	700
Route length:	7.94 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Top speed:	200 km / h
Dual track :	up to km 38,279 (WA W20)
Legend High-speed route from Mannheim 32,554 Waghäusel Saalbach (Abzw) High-speed route to Stuttgart Rheinbahn from Mannheim 34,600 Philippsburg Molzau (Abzw) Bruhrainbahn from Germersheim 37.3888 37.4000 Mileage jump Graben-Neudorf North 39,601 Graben-Neudorf 40.493 (End of line WA W86) Bruhrainbahn to Bruchsal Rheinbahn to Karlsruhe Swell:

The railway Waghäusel Saalbach-Graben-Neudorf is a 7.94 km long railway - speed rail line north of Karlsruhe . It connects the high-speed route Mannheim – Stuttgart with the Rheinbahn and is used as scheduled by trains between Mannheim and Karlsruhe.

course

The two tracks of the line, shortly after the branching out of the new line leading to Stuttgart (view in south direction)

The line runs between the Waghäusel Saalbach junction ( km 31.7 of the new line) via the Philippsburg Molzau junction (km 34.6 of the Rheinbahn) to the Graben-Neudorf station . The unwinding from the high-speed route is free of height . Between Molzau and the south exit Graben-Neudorf, the route of the Rheinbahn is occupied by three tracks through this parallel route.

history

planning

The connecting route was already planned in the planning status of 1973 (pre-routing).

In the planning and construction phase, the route was the subject of the planning approval sections 4b (northern section, Philippsburg district) and 4c (southern section, Graben-Neudorf district). The new Mannheim – Stuttgart line was the subject of section 4a (Waghäusel) in the area of ​​the threading in and out of the line to Graben-Neudorf. In the mid-1970s, the threading into and out of the new line was to take place in an overtaking station called Oberhausen overtaking station. Such an overtaking station was no longer planned according to the planning status of 1979.

In section 4b, the plan approval procedure was initiated on August 21, 1975. The total of three objections were discussed on April 5, 1978 . According to the opinion of the regional council of November 21, 1978, the planning approval decision was issued on January 10, 1979 and became legally binding on April 10, 1979 without being complained about.

In section 4c, the planning approval procedure was also initiated on August 21, 1975. At the public hearing on June 12, 1978, ten objections from citizens and the municipality were dealt with. The opinion of the regional council was available on August 10, 1979, the planning approval decision was issued on September 25, 1979 and was supported by a lawsuit. It came into force on April 29, 1980. According to another source, the planning approval decision for this section was issued on October 16, 1979 and, as there was no complaint, became legally binding.

In section 4a, the plan approval procedure was initiated on February 4, 1976. At the hearing on June 8, 1978, 22 objections were dealt with. The regional council submitted its opinion on February 12, 1979. Six lawsuits were filed against the planning approval decision issued on May 10, 1979. The resolution became legally binding on June 15, 1981.

Originally, a branch speed of 130 km / h was planned at the junction in Saalbach.

construction

Construction work on the 4.5 km long connecting line began in early September 1980.

business

The Saalbach junction has been branched off at 200 km / h since May 1988.

High-speed switches

For this purpose, newly developed basket-arch turnouts were used at the junction in Saalbach in 1988, which can branch off at 200 km / h. They were initially the most complex turnouts in Germany. Since the continuation of the high-speed line to Stuttgart was under construction at this time, the points initially remained locked in the branching position. Their length is 154 m, their weight (including the concrete sleepers) 210 t. The moving part of the tongues is 40 m long, the frog area 15 m. The radius in the tongue area is initially 7000 m and narrows to 6000 m towards the frog. Both tongues are adjusted by two point machines at eight points of attack and locked with eight clamp locks. Separate test contacts monitor the end position. The frog is moved and fixed with a drive and three clamp locks. Two turnout signals are installed in the tongue area and a third in the frog area. Another innovation was the use of low-lubrication sliding chair plates . The pair of points is still one of the fastest-passable points in Germany .

Web links

• Representation of the infrastructure and the permitted speeds on the OpenRailwayMap.

Individual evidence

1. ↑ ^{a b} List of VzG routes (accessed on January 15, 2011, XLS, 352 kB)
2. ↑ DB Netze - Infrastructure Register
3. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
4. ↑ 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) , overview map pre-routing; (available at the Generallandesarchiv Karlsruhe ).
5. ↑ "Bright spot in the darkness of public investments" . In: Die Bundesbahn , 7/1983, p. 463 f.
6. ^ 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.
7. ↑ Wolfgang Roth: Vaihingen (Enz) station: technical production concept for the construction of a new station . In: Die Bundesbahn , 10/1979, pp. 741–746.
8. ↑ ^{a b c d e} Erich Fein: New Mannheim – Stuttgart line: Commissioning in the Rhine Valley . In: Die Bundesbahn , issue 5/1987, pp. 381–393.
9. ↑ ^{a b c} Werner Hagstotz: Concern and collective action in rural areas . Verlag Haag + Herchen, Frankfurt am Main, 1981, ISBN 3-88129-475-9 , pp. 268, 273, 275.
10. ↑ 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.
11. ↑ Without author: Annual review 1988 . In: The Federal Railroad . Vol. 65, No. 1, 1989, ISSN  0007-5876 , p. 43.
12. ↑ KG Baur: New points for fast trains . In: Eisenbahn-Kurier , No. 199, 4, 1989, ISSN  0170-5288 , p. 38 f.
13. ↑ Annual review 1988 . In: Die Bundesbahn , 65th year, issue 1, January 1989, p. 43.