Mannheim – Stuttgart high-speed line

Coordinates: 49 ° 6 ′ 57.6 ″  N , 8 ° 40 ′ 1.9 ″  E

Mannheim Hbf – Stuttgart-Zuffenhausen
Route number (DB) :	4080
Course book section (DB) :	770
Route length:	98.8 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	Long field tunnel : 18.5 ‰ control value: 12.5  ‰
Minimum radius :	5100 m
Top speed:	280 km / h
Dual track :	continuous
Legend Riedbahn from Frankfurt Routes from Ludwigshafen Line from Mannheim Hgbf 0.000 Mannheim Central Station 1,100 Mannheim Central Station East (Bft) Rheinbahn to Schwetzingen (see below) Riedbahn to Frankfurt 2.500 Container station bridge (1100 m) Rheintalbahn to Heidelberg Connection Rheinbahn ↔ marshalling yard 5.103 Mannheim-Pfingstberg ( Üst ) 5.552 Pfingstberg tunnel (5380 m) 6.600 A 6 10.000 Rheinbahn Mannheim – Schwetzingen 10.912 11.453 Schwetzingen Brühler Weg (Üst) 16.900 Schwetzingen crossing structure (126 m), A 6 17.669 Speyer – Schwetzingen route , today Gla a little further south 19.100 A 61 Rheinbahn from Schwetzingen (see above) 20.865 Hockenheim Neulußheim Rheinbahn to Karlsruhe (see below) 27.656 Oberhausen (Üst) 31.730 Waghäusel Saalbach (Abzw) Link to Graben-Neudorf Rheinbahn Karlsruhe – Hockenheim (see above) 34.654 Waghäusel Lußhardt (Üst) 35.000 Tunnel B 36 (65 m) 40.476 Forest (Üst) 40.747 Forst tunnel (1726 m) 40.800 A 5 42,474 44.099 Rheintalbahn Karlsruhe – Heidelberg and   Katzbachbahn Bruchsal – Odenheim 45,300 Bruchsal Rollenberg (Abzw) 45.180 Rolleberg Tunnel (3303 m) 47.331 Bruchsal Eisenhut (Üst) 48,483 49.106 Oberbruch Viaduct (264 m) 49.370 50,063 Altenberg Tunnel (220 m) 50.283 50.878 Neuenberg Tunnel (761 m) 51.639 52.169 Frauenwald valley bridge (704 m) 52.873 53.008 Simonsweingarten tunnel (420 m) 53,427 55.510 Kraichtal 56.384 Bauerbach Viaduct (748 m) 57.000 Kraichgaubahn 57.132 59.199 Zigeunergraben Viaduct (660 m) 59.890 60.425 Wilfenberg tunnel (1006 m) 61.531 62.086 Freudenstein tunnel (6824 m) 62,439 Freudenstein (Üst) 68.910 69.728 Sternenfels Mettertal (Üst) 71.740 Burgberg tunnel (1115 m) 72.855 73.245 Saubuckeltunnel (403 m) 73.648 Westbahn from Mühlacker (former route) 76.853 (level) 78.424 former Vaihinger Stadtbahn 78.470 Vaihingen (Enz) Westbahn to Bietigheim-Biss (no level) 79.093 Markstein tunnel (2782 m) 81.879 82.051 Enz Valley Bridge (1044 m) 83.097 83.500 Vaihingen Enztal (Üst until 2010) 84.163 Pulverdinger Tunnel (1878 m) 86.045 87.816 Glemstal Bridge (348 m) 88.166 89.030 Markgröningen Glems (Üst) 94.108 Langes Feld tunnel (4632 m) 94.100 A 81 95.900 Kornwestheim Rbf (Abzw, not realized) 95.968 Stuttgart Long Field (Üst) 97,900 Stuttgart-Zuffenhausen Em (Abzw / Bft) Langes Feld II tunnel (677 m) 98.060 End of the Langes Feld tunnel to Stuttgart-Untertürkheim 98.754 Frankenbahn from Bietigheim-Bissingen 98.741 End of the Langes Feld II tunnel 99.266 Black Forest Railway from Calw Stuttgart-Zuffenhausen Feuerbach industrial railway Frankenbahn to Stuttgart Hbf Swell:

The high-speed line Mannheim – Stuttgart is a nearly 99 kilometers long railway - high-speed line in Baden-Württemberg , it connects Mannheim with Stuttgart - Zuffenhausen . The new line built between 1976 and 1991 was one of the first two new long-distance railway projects of the former German Federal Railroad , along with the high-speed line from Hanover to Würzburg . The route, which is approved for speeds of up to 280 km / h, is now owned by DB Netz and is used by long-distance passenger, regional and freight trains. Not least 15 tunnels and more than 90 bridges led to total costs of 4.336 billion DM (as of 1994, corresponds to 2.217 billion euros or, adjusted for the consumer price index , 3.165 billion euros ).

Every year, 24 million passengers and 12 million gross tons of goods are carried on the route (as of 2019). The route has been closed for rehabilitation from April 11th until October 31st, 2020.

course

Elevation profile of the route

The new line leaves Mannheim Central Station in a south-easterly direction and leads first through the Upper Rhine Plain , then through Kraichgau , Stromberg and Strohgäu to Stuttgart Central Station .

City of Mannheim

The access ramp to the 1,100-meter-long container station bridge , on which the railway line to Heidelberg and the marshalling yard is crossed, connects to the station exit. After a short section of free stretch, it bends south into the 5,380 meter long Pfingstberg tunnel, which leads out of the city of Mannheim. The planned new Rhine / Main – Rhine / Neckar line is to be built here in the future.

From Mannheim to the junction in Saalbach

The line then follows the federal highway 6 at ground level and leads to the Hockenheim train station , which was relocated by 150 meters as part of the construction of the new line and rebuilt including two passing lanes. At the same time, apart from the railway nodes at both ends, the first of four links between the new line and the rest of the network is located. Between Hockenheim and Neulußheim , the new line runs parallel to the old Karlsruhe – Mannheim line, which was relocated by around 120 meters in this area and bundled with federal highway 36 . At the following junction in Saalbach , trains in the direction of Karlsruhe can pull out of the high - speed line without crossing .

From the Forster Tunnel to the Metter

Threading connecting curves at the Rolleberg Tunnel

Then the forest tunnel is driven through, which marks the end of an almost 40-kilometer-long, almost level course at around 100  m above sea level. NN marked. Before the rolling mountain tunnel that follows , an ascent of around 130 meters from the Rhine valley into the Kraichgau begins . In front of its north-west portal, two connecting curves from Heidelberg and Karlsruhe merge into the route towards Stuttgart at the Bruchsal Rollenberg junction . The approximately 13-kilometer ascent ends in the area of ​​the Simonsweingarten tunnel when you reach a high plateau . The only pure overtaking station on the route, the Kraichtal overtaking station, was built on this level . The following Freudenstein tunnel , at 6,800 meters, is the longest railway tunnel on the route and at the same time marks a further rise in the landscape of the Stromberg . Here the route follows the upper reaches of the Metter laid during its construction .

From Vaihingen (Enz) to Stuttgart

An ICE 1 on the Enztalbrücke, on the way to Mannheim

After a long downward gradient, you reach Vaihingen (Enz) station , which connects the line with the relocated Württemberg Westbahn . After passing the Enztal Bridge , which is the longest overpass of the new line at 1044 meters, another uphill section begins, which ends around ten kilometers before the Langes Feld tunnel . At 325  m above sea level NN , the new line reaches its highest point in the tube before it merges into the existing network ( Stuttgart-Würzburg railway line ) in front of the Stuttgart-Zuffenhausen station , where Stuttgart main station is reached after another 7 kilometers.

Planning the route

The alignment of the route follows two main principles. In the northern section, between Mannheim and Bruchsal, the route was largely bundled with the existing Rhine Valley Railway ; in the section between Bruchsal and Stuttgart, the route was as far away as possible, which required more than 100 kilometers of construction roads.

Height differences, bridges and tunnels

Glemstalbrücke , at 54 meters the highest bridge on the route

Of the 99 kilometers of the route, 31 kilometers are in 15 tunnels (30,436 meters total length), 38 kilometers in incisions (often to improve noise protection), 22 kilometers in dam locations and around 7 kilometers on a total of 90 bridges (total length, including road bridges, 26,318 meters). Only three percent of the route is at ground level. In the course of the construction work, the Rhine Valley Railway between Hockenheim and Neulußheim was also re-routed over a length of 6.60 kilometers, and the stations in Hockenheim and Neulußheim were newly built. In 1975 a tunnel share of 22 percent, a share of six percent on valley bridges and one percent on railway overpasses were planned. Vaihingen (Enz) received a new train station.

The route is between 85 meters and 325 meters above sea level. 360  hectares of land were permanently used , that is around 3.6 hectares per kilometer of the route. The tracks account for 120 hectares of the total area, the rest has been recultivated . When the new line went into operation, the rail route between the main stations in Mannheim and Stuttgart was shortened by 26 kilometers, which corresponds to 17 percent.

history

background

Due to the overload on the existing line , the then Deutsche Bundesbahn began planning to expand the line in 1966. Investigations quickly showed that an expansion of the old route leading through around 40 towns could only have been achieved with massive interventions and high costs. The line built in the 1850s only allowed low speeds (down to 70 km / h) , especially in the section between Bruchsal and Mühlacker . There were further speed restrictions on the 129-kilometer route in the Heidelberg area (60 km / h).

The existing line was considered overloaded in 1970. 250 trains ran daily between Bretten and Mühlacker, 358 between Bietigheim and Mühlacker and 477 to 500 between Bietigheim and Ludwigsburg. Since the expansion of the existing network was not sufficient at the time, the construction of new high-speed lines was considered. In the 1970s, up to 180 trains per day and direction ran daily, 60 more than would have been compatible with smooth operation, according to the Bundesbahn. Every day, up to 40 freight trains in each direction had to be diverted due to a lack of capacity. In the mid-1970s, up to 83 freight trains had to be parked daily for a total of 20 hours on the existing route in order to give passenger trains the necessary priority. Since maintenance and servicing work was only possible at night due to the high level of utilization, the route maintenance was associated with particularly high costs.

At least until the mid-1970s, the line was also known as the Mannheim – Stuttgart supplementary line.

According to the Federal Railways, without capacity-increasing measures, 36 long-distance, 8 local and express trains and 19 freight trains would not have been able to run in 1990. According to the DB, a (considered) three to five-track expansion of the existing line would have involved too much interference in settlement structures and, due to the many tight bends, would have remained without any notable increases in speed. Estimates would have expected additional costs of around 25 percent compared to a new line. Against this background, the decision was made to build a new line between Mannheim and Stuttgart.

planning

Early variants

In the mid-1960s, a study for the board of directors of the German Federal Railroad proposed an 81-kilometer new line. It was to extend south of Neulußheim from the Mannheim – Schwetzingen – Karlsruhe line and at Langenbrücken from the Heidelberg – Karlsruhe line. The southern threading into the existing Bietigheim – Stuttgart line was planned at Tamm and Asperg.

As early as December 1968, the Federal Railroad presented an initial plan for a new line between Ludwigsburg and Bruchsal . The route, which can be driven at 200 km / h, should branch off from the old line at Tamm , bypass the Bietigheim train station and cross the Enz Valley southwest of Bissingen on a 700 meter long and up to 45 meter high bridge. The existing route between Sersheim and Vaihingen Nord was to be reached, which was to be straightened in sections as far as Illingen . Mühlacker train station was to be bypassed to the north and the route to Gondelsheim was to be redrawn, past Kleinvillars and Ruit von Bretten to the west of Gondelsheim. Bypassing Bruchsal, this line was supposed to flow into the Baden main line at Forst, whereby the line between Bruchsal and Graben-Neudorf should also be included.

Considerations of building a route on a direct route between Mannheim and Stuttgart were ruled out in the first preliminary investigations. The most direct connection possible to the passenger and marshalling yards in Mannheim and Stuttgart and a favorable connection with the existing network (which should enable a step-by-step construction) were decisive for the routing. The Kraichtal proved to be an outstanding guide point, as it was the only area that could be expected to offer an economically viable solution for the ascent there with a maximum longitudinal gradient of 12.5 per thousand. Early plans included a route in the Rhine Valley that was largely independent of other traffic routes. The Federal Railroad later agreed with the local authorities involved to bundle traffic routes in this densely populated section. Although the topography between Mannheim and Stuttgart would hardly have required tunnels and longer bridges in various valleys, an internal railway investigation from 1968 had already come to the conclusion that the resulting fragmentation of localities would not have been justifiable and suggested sub-tunnels in sections.

The plans were further developed in the course of the detailed planning that began until 1970 to create an almost continuous new line between Mannheim and Stuttgart . The unwinding should now take place in Kornwestheim and Ludwigsburg , the Enz to be crossed north of Asperg . A total of seven different routes between Mannheim and Stuttgart-Zuffenhausen were developed at the end of the 1960s.

Pre-planning

Route

The project was included in the expansion program for the Deutsche Bundesbahn network from August 1970. According to one source, this was the first route officially announced by the Deutsche Bundesbahn. The draft provided for branching off the existing line to Karlsruhe at Schwetzingen, driving north past Bruchsal, touching the Vaihingen (Enz) Nord station and joining the Frankenbahn to Stuttgart at Asperg . In Bruchsal and Vaihingen (Enz) Nord, further links with the existing line were planned so that step-by-step commissioning should also be possible. The line was to be put into operation by 1980 as one of four additional routes of the highest urgency level.

In the course of the regional planning process , a route was initially favored that would have run largely parallel to the existing route in the Rhine Valley and straight from Wiesental towards Stuttgart and should be passable at 230 km / h. In 1970 a tunnel share of seven or nine percent was planned.

First forecasts in 1971 and 1972 initially led to a three-pronged plan in some cases in order to be able to cope with the expected traffic volumes. The 1973 oil crisis and a recession (1974/1975) resulted in more cautious forecasts in the mid-1970s, for which a two-pronged execution was sufficient. From economic considerations, a reduction of the initial expansion speed to 250 km / h resulted. Initially, a limit of 25 per mille was considered as the maximum longitudinal slope, then 18 and finally 12.5 per mille.

In February 1973, the first rough alignment of the line was presented to the Ministry of Economics, Medium-Sized Enterprises and Transport of the State of Baden-Württemberg. In September 1973 the Stuttgart Federal Railway Directorate presented the planned new line to the press. Construction work was to begin in 1974 and the line to go into operation in 1982. The planned costs were around one billion DM. The tunnel share was 20 percent. The project was included in the Federal Transport Infrastructure Plan of 1973 with an estimated cost of DM 1.165 billion and a calculated construction time of eight and a half years .

On February 19, 1974, the state government of Baden-Württemberg approved the rough alignment of the new line in principle. Three conditions were set: Noise reports and landscape plans were to be drawn up and ongoing negotiations with specialist authorities and municipalities continued.

In further discussions with the state and municipalities, a route that was largely remote from settlements was finally developed, partly in combination with existing traffic routes. The Federal Railroad hoped that the fewer points of conflict would make it easier to implement the project. In 1973 and 1974, the Karlsruhe and Stuttgart Federal Railway Directorates developed a number of route variants to meet the wishes of the affected communities.

On the 108-kilometer route developed from this, the travel time with TEE and Intercity trains between Mannheim and Stuttgart should be reduced from 80 minutes to 39 minutes and the travel time for express and freight trains should be roughly halved. Based on this agreement, the Federal Railway Directorates in Karlsruhe and Stuttgart started further planning. On December 11, 1974, the Federal Cabinet also approved the planned route. In the same month, the Federal Transport Minister instructed the Deutsche Bundesbahn in his corporate policy targets to build the line.

In June 1975 the Bundesbahn put the planned construction costs at 2.4 billion DM with a planned construction time of eight years. A month later, the Federal Minister of Transport asked DB to develop a cheaper route. The then submitted "Spartrasse", which the Deutsche Bundesbahn described as a "technical solution", contained fewer tunnels: In the 40-kilometer-long area of ​​the Stuttgart Federal Railway Directorate, only 12.0 kilometers of underground sections were to be created instead of the previous 17.6 kilometers. The state government, which was basically still convinced of the idea at the beginning of 1974, was disappointed with the detailed plans that were now available: In the plans of the Federal Railroad, economic considerations had absolute priority over all other considerations. On November 27, 1975, Prime Minister Filbinger also criticized the plans: The Federal Railroad would have to do without the new line if it wanted to do without landscape and environmental protection for reasons of economy. In the general traffic plan for Baden-Württemberg passed on December 9, 1975 , the state called for the construction of the new line to start soon.

By mid-1975, the rough planning was completed with the exception of the Oberderdingen / Knittlingen area , where a regional planning assessment was still ongoing.

Plan approval procedure and further discussions

On April 1, 1974, the first plan approval procedure was initiated for a 1.7 kilometer long section in Mannheim. The first three planning approval decisions, which together made up the ten or so kilometers of the route in the Mannheim area, were the first to be passed after one and a half years of proceedings. On August 10, 1975, the first planning approval decision was issued for a 600 meter long section in Mannheim ( route kilometers 1.7 to 2.3). On December 30, 1975, the Federal Minister of Transport granted permission to build the entire line in accordance with Section 14 (3c) of the Federal Railway Act . The planned construction costs (at the price level in 1975) were 2.5 billion D-Marks, which should be borne by the federal government. The design speed had been reduced from the originally planned 300 km / h to 250 km / h. A track spacing of 5.4 meters (later: 4.70 meters) was planned, while the minimum radius (7,000 meters) and maximum gradient (12.5 per mil) corresponded to the alignment parameters implemented later. The planned proportion of tunnels was 23 percent.

In April 1976 the Federal Railroad set up the railway construction center , which was responsible for the planning and construction of the line and was directly subordinate to the board of the Deutsche Bundesbahn. A project group for the realization of the Mannheim-Stuttgart new line was subordinated to it. It was authorized to issue instructions to the federal railway departments involved . In 1976 it was planned to handle piggyback traffic on the route. The route was to cost 2.5 billion D-Marks (around 1.3 billion euros) and its lane was to be partially supported by supporting structures instead of dams to save space. In May 1976, the Karlsruhe-based project group took over NBS planning from the Karlsruhe and Stuttgart Federal Railway Directorates.

In 1977 the line was included in the coordinated investment program for federal transport routes . In the same year, all planning approval procedures in the area of ​​the Karlsruhe Federal Railway Directorate (60 meters) were initiated. The commissioning of the entire line, as the first new line of the Federal Railroad, was planned gradually until 1985.

It was the first German new line to be fully approved by the Federal Ministry of Transport in 1977, and some bridges and tunnels between Mannheim and Hockenheim were already under construction at that time. This section should go into operation by 1979. Commissioning of the entire route was expected in 1985.

In 1976, the state government of Baden-Württemberg again withdrew from its approval and raised a number of additional demands that the Federal Railroad at the time classified as unsatisfactory. According to the railway, the measures would have meant an additional expense of 368 million DM, while at the same time the previous standards in traffic route construction would have been completely abandoned. The country then turned to the Federal Minister of Transport.

After lengthy negotiations, a compromise was reached on October 27, 1978, and an agreement between the Federal Ministry of Transport and the state government made it possible to continue the pending plan approval procedure. While the state waived some of its claims, the implementation of other measures was contractually fixed. For the fulfillment of these state demands the federal government provided an additional 135 million DM, while the state committed itself to support the project within the scope of its possibilities. As part of the package, the route was lowered in some places, the gradient was lowered by up to 20 meters and new tunnels were created or extended. In addition, the state of Baden-Württemberg announced that it would apply the same standards to the construction of railways as to road construction.

After this agreement, the outstanding planning approval procedures could be initiated from spring 1979. By mid-1979, the building permits had been obtained in four of the 25 planning approval sections.

At the beginning of December 1978, the President of the Karlsruhe Federal Railway Directorate, Heinz Bubel, declared that the entire line would not be completed before 1985. An even later date is possible if there are further delays due to citizens' initiatives. The Mannheim – Schwetzingen section was to be completed in 1981. The planned costs were more than 2.5 billion DM. In February 1979, the DB expected construction costs of 3.3 billion DM and completion by 1985. In mid-November 1979, the state railway announced a five-year construction delay due to resistance from citizens and municipalities on. This was also associated with an annual loss of 200 million DM.

At the end of 1980 the building permit for the planning approval sections 1a, 1b and 1c (Mannheim, with Pfingstberg tunnel), 2c ( Schwetzingen Süd) and 4b / 4c (link with the Rhine Valley Railway in Graben-Neudorf) was available. The plan approval procedure had been initiated in all other areas, and the discussion meetings had taken place in eight areas. On September 1, 1981, eight sections with a total length of 30 kilometers were approved, five sections were finally discussed . The public hearing had taken place in a further three sections, and the decision was complained about in one section. Planning approval had been applied for for the remaining sections.

Until 1983, the procedure was gradually opened in all 13 plan approval sections (mostly with subsections). As a rule, have lots more during the current planning approval procedure advertised and working groups assigned.

While the planning of the municipalities in the northern section (Rhine Valley) met with approval, the municipalities in the southern section (Bruchsal – Stuttgart) raised numerous demands, the scope of which was estimated by the Federal Railroad in 1981 at around 600 million DM. Many of these were tunnels. At the beginning of the 1980s, according to DB information, this would have loosened the fronts. In many cases, agreements on changes to the planning had been concluded with the municipalities, whereby the municipalities waived objections and complaints in return.

In the 1980 Federal Transport Infrastructure Plan , the line was one of three new Level I railway construction projects that were to be completed by 1990.

Resistance from the population

The new building project was assessed differently. While the Schnellbahntrasse action group and individual K groups fundamentally rejected the new line, other initiatives, environmental protection associations and municipalities in particular demanded a significantly larger proportion of tunnels. Other municipalities, on the other hand, generally spoke out in favor of the project.

A large number of citizens' initiatives took to the field against the new building project. By 1982, more than 4,000 objections had been raised against the route . Of 20 lawsuits, 17 were withdrawn following an out-of-court settlement. Sometimes local politicians have under the hand u. a. demands the construction of swimming pools and kindergartens in return for political support. Overall, the number of objections added up to more than 6,000, which manifested themselves not least in numerous line changes. According to another source, a total of 4964 objections and 111 complaints were raised.

The Federal Railroad anticipated lawsuits in all 25 planning phases, and in the end almost 130 legal proceedings were led by around 200 plaintiffs around the route. More than 1,000 residents had joined forces in the Schnellbahntrasse action group alone , which assumed that rail traffic would continue to decline and therefore questioned the mere necessity of the new line. The Federal Association of Citizens' Initiatives Environmental Protection and the Federation for Environmental Protection and Nature Conservation , on the other hand, endorsed the new building plans.

As a result of the protests, the construction of parts was temporarily completely stopped. Because of the protests of local residents, open-cut tunnels were finally built in seven places. The longest tunnel of this type was the Pfingstberg tunnel, which in Mannheim-Rheinau leads through a forest designated as a water protection area. The farmers' association demanded that large parts of the route be run in the tunnel in order to preserve arable land. The city of Markgröningen also requested that the high-speed route in the tunnel be fully routed in its area.

It was not until the 1980s that resistance to the new line subsided. In July 1990, the Federal Administrative Court dismissed an action brought by the Schnellbahntrasse action group against the route as a whole. She was the only one of more than a hundred plaintiffs to go to the highest court.

In the meantime, the line has also been included in the coordinated investment program of 1977 and in the federal transport infrastructure plans of 1980 and 1985 . In 1980 the planned construction costs were 3.4 billion D-Marks (at the price level in 1979) and 2.9 billion D-Mark (at the price level in 1975). A reassessment of the economic and economic benefits on behalf of the Federal Ministry of Transport resulted in a benefit-cost factor of 4.9 and a revenue- cost factor of 3.7 for the route in mid-1983 .

After the commissioning of the first two new German lines was initially planned for 1985, the unexpectedly long planning process at the beginning of the 1980s led to a postponement until 1993 1984 (other sources: 1985). In 1980, completion was planned for 1990. The Federal Railroad Board, who was newly appointed in May 1982, decided in July 1982 to continue building the line and to bring it into operation in 1991. In the course of the HGV project , the decision was made in May 1984 to drive the line at 250 km / h high- speed traffic from the time it was commissioned and to expand it accordingly.

On April 30, 1984 the last plan approval procedure for a section near Vaihingen (Enz) was completed. According to another source, the last plan approval decision for the Kornwestheim area came into force in March 1984. In October 1985 the building permit was finally available for the entire route.

Several thousand on-site discussions were held around the route.

In the late 1980s, the Bruchsal connecting curve was retrofitted. The single-track and h is accessible to 100 km / curve complemented the connecting curve Ubstadt (for connecting the railway line direction Heidelberg on Rollenberg tunnel ), and should in particular also the regional / Interregio traffic on a serving South-East direction. Another important purpose was the envisaged European high-speed connection between Paris , Strasbourg , Munich and Vienna .

Design parameters

The minimum curve radii of the route of 7000 meters (standard value) and 5100 meters (exceptional value) resulted from the planned mixed operation of passenger and freight trains with maximum speeds between 80 and 250 km / h. To avoid excessive wear, the maximum cant has been reduced. In the Mannheim and Stuttgart areas, reduced design speeds with smaller radii and larger cantilevers apply. The design speed is 300 km / h, with a cant deficiency of 130 millimeters.

The maximum gradient of 1.25 percent resulted from the requirement to be able to start again with heavy freight trains after a stop even on such gradients. The track center distance of 4.70 meters resulted from the condition that it was also possible to transport oversized shipments in freight traffic. For a pure passenger transport operation, however, around 4.20 meters would have been sufficient.

As recently as the mid-1970s, it was planned to initially drive the route at speeds of up to 200 km / h in an initial expansion stage and to leave a later expansion open for up to 300 km / h.

construction

With the first hammering at the Mannheim container station bridge by Federal Transport Minister Gscheidle , construction work on the new line began on August 20, 1976. As the first structure on the line, it was completed in 1978. Not least as a result of the numerous protests, only about ten kilometers of rails were laid in 1979 instead of around 50 originally planned. In 1983, 9.56 kilometers in the Mannheim area were largely completed (tracks, signal and contact line masts were still missing). It was not until 1983 that construction work could begin in most sections. At the beginning of 1984 around 17 kilometers of track were under construction. In 1985 the construction work and preparations ran for almost 75 kilometers. More than a billion DM had been invested by then. On December 4, 1985, the first breakthrough of a tunnel on the line took place at the Wilfenberg tunnel.

Memorial stone on the 50th kilometer of the new line

On March 1, 1989, the 2,500th of the 2900 catenary masts was erected near Markgröningen, and on October 5, 1989 the track work had reached 50 kilometers. The Freudenstein Tunnel was the last tube on the route to be completed a few months before opening. The gap in the entire route was closed in autumn 1990. With the exception of the remaining work, the entire route was completed on January 7, 1991.

The Heidelberg – Speyer railway line was temporarily reactivated as a construction site access for the new line.

For the construction of the route, 15 land consolidation procedures were carried out with 13,271 landowners over 13,600 hectares. 64 of the 99 kilometers of the route lead through land-cleared area, the rest through forests or tunnels. The route takes up 390 hectares on a permanent basis, and another 460 hectares were temporarily used in the construction phase.

Construction engineering

The entire length of the Forst tunnel is below the groundwater level and required new dewatering technology. The Freudenstein Tunnel passes through Gipskeuper , which works hard on the overburden when it rains and required extensive safety measures, which were used for the first time.

A water protection zone is crossed over a length of one kilometer near Schwetzingen. In order to protect the groundwater from possible contamination in the event of an accident, the entire incision in this area was covered with a plastic film that extends up to one meter above the top of the rail. This was then covered with earth.

To cross under the federal motorway 6 at kilometer 17, it was necessary to raise the trunk road in this area by three meters over a length of two kilometers. This was the only way to avoid a further lowering of the line into the groundwater and to cross an industrial track, which could remain connected to the Rheinbahn , while maintaining the maximum gradient . In the course of the construction work, Bundesstraße 36 between Hockenheim and Neulußheim also had to be re-routed.

At Oberhausen-Rheinhausen , a former gravel pit with lakes up to 15 meters deep is being driven through. From 1978 onwards, this special building site had been examined through extensive investigations and test fillings.

Installation

As early as June 2, 1985, the western introduction of the Riedbahn to Mannheim Central Station (9.5 kilometers) went into operation as an extension of the future new line towards Frankfurt. This enabled trains to travel between Stuttgart and Frankfurt am Main via Mannheim without changing the direction of travel . The connection between the new line and the Rhine Valley Railway (coming from Karlsruhe) was completed early on. The approximately five kilometer long section between Graben-Neudorf and the Saalbach junction initially served as a construction site access.

On March 5, 1986, the section between Mannheim and Hockenheim was used for the first time by a train. A VT 98 was transferred from Nuremberg especially for this purpose . Journalists drove with us on the way back. On September 1, 1986, the re-routed section of the Rhine Valley Railway, including the new Hockenheim connecting station, went into operation.

On February 2, 1987, the overhead line in the northern section was electrified, followed by various test and approval runs. From April 8, 1987, the ICE forerunner InterCityExperimental was on the road for test runs on the first completed section between Mannheim and the direction to Karlsruhe. The somewhat longer length of the section compared to the test section on the high-speed line Hanover – Würzburg , which was used from 1986, proved to be particularly advantageous for running tests on the ICE forerunner train. During the test drives, the four-part multiple unit was also on the move with a measuring and a regular open- plan car (type Bpmz 291.2) to optimize a new bogie type (MD 522). With speeds of 360 and 305 km / h, new speed records were set for passenger and measuring vehicles.

The first section of the new line was officially opened on May 31, 1987, the 31.80-kilometer section between Mannheim and the Saalbach junction and the 8.40-kilometer connection to the Rheinbahn to Graben-Neudorf . The high-speed network of the Federal Railroad, which can be driven at at least 200 km / h, grew to a total length of 510 kilometers. This first new line section including the connection to Graben-Neudorf and the western Riedbahn introduction in Mannheim cost around 1.2 billion D-Marks (as of 1986). With the new section, the Rheintalbahn could be relieved and a regular local traffic could be established. Due to substructure problems, the maximum speed on the section was temporarily reduced to 140 km / h at the end of 1988.

With the completion of the construction work began in January 1991, the acceptance, test and personnel training drives in the 71.18 km long section between the junction in Saalbach and the threading in Stuttgart. During the high-speed drives for approval, measuring vehicles traveled the route starting at 160 km / h, with increases of 10 km / h each time. The acceptance speed of 310 km / h (permissible maximum speed of 280 km / h plus ten percent reserve) had to be achieved in at least five journeys for approval. The acceptance runs were completed by April 1, 1991. This was followed by training trips for the staff. Before the first two high-speed lines went into operation, between one and two thousand train drivers undertook route-based tours and were familiarized with the technical features (e.g. driver's cab signaling , emergency brake override ).

On May 9, 1991, the high-speed line was put into operation over its entire length. The opening train with 600 invited guests of honor (including Bundesbahn boss Dürr , Prime Minister Teufel and Lord Mayor Rommel ) drove back from Stuttgart via Mannheim to Stuttgart at noon on May 31st. Tens of thousands of visitors were expected at a station festival at Stuttgart Central Station. Public trial rides had sold out months earlier.

On June 2, 1991, regular operations began on the entire route. The new ICE line 6 ran from Hamburg, Hanover, Göttingen, Kassel-Wilhelmshöhe, Fulda, Frankfurt am Main, Mannheim, Stuttgart, Ulm and Augsburg to Munich. The travel time from Mannheim to Stuttgart was reduced from 77 minutes to 40 minutes, and between Stuttgart and Frankfurt from 131 minutes to 82 minutes. The maximum permissible line speed was initially limited to 250 km / h.

Costs and benefits

The total costs of the project amounted to 4.336 billion DM (2.217 billion € - forecast billing amount as of mid-1994, formed by adding up the actual expenditure over the financial years). The main reasons given for exceeding the originally planned costs were the rise in construction prices in 1994 (+70 percent from 1972 to 1991) and the "sometimes extremely unfavorable geological and settlement developments". Adjusted for inflation, the approval amount was "roughly" adhered to.

In 1973 the 105-kilometer variant was calculated at around 900 million DM (around 460 million euros). At the beginning of April 1980, DB put the current figure at 3.4 billion DM. At the end of 1983, the calculation was 3.75 billion DM (price as of January 1983). By the end of 1983, DM 0.7 billion had been invested and orders worth DM 0.9 billion had been awarded.

At the end of 1984 the Federal Railroad announced a cost reduction on the first two new lines. The total costs should be 14.7 billion DM (about 7.5 billion €) a total of 850 million DM (about 435 million €) lower than previously planned (price as of January 1, 1984). The authority justified this development u. a. with cost-saving tunnel construction methods, more precise calculation options in the course of progressive implementation and the competitive situation in the construction industry. At the beginning of 1986, the planned construction costs for the new line were 3.65 billion DM (price as of 1985, about 1.87 billion €). In the mid-1970s, DB was expecting additional annual income of DM 213 million (around € 109 million) from the route, corresponding to a return on investment of more than eight percent. In 1987 the estimated cost was 3.76 billion DM.

At the end of 1990 the total costs, at the price level in 1989, were given as 4.058 billion DM. Between 1986 and 1989, DM 2.344 billion had been spent. Tunnels and bridges make up about half of the total cost.

In the course of the corridor investigations commissioned on June 15, 1971, the costs of projects of various modes of transport in three selected corridors were compared with the benefits for the first time up to December 1974. Two motorway and one federal highway project were also examined between Mannheim and Stuttgart. The Mannheim-Stuttgart route was given the highest priority, ahead of the Hanover-Würzburg and Cologne-Groß-Gerau routes . Of the four new lines planned in the mid-1970s, the line had the highest rating with a benefit-cost factor of 10.28. Even around 1978 the line had the best benefit-cost factor of the six planned new lines.

business

For track and switch work in the section between Kraichtal and Stuttgart, the line was completely closed from September 24 to October 26, 2015. For the eleven million euro work, the traffic was rerouted via the existing network with a travel time extension of 40 minutes.

Between the end of April and December 2016, the route control system was renewed. The system was partially switched off and travel times were extended by up to 20 minutes.

As part of the 2020 track construction program, tracks and points will be renewed along the entire length of the line. The measures began on February 24 with partial track switching operations (status: 2018). The route has been completely closed since April 11th until October 31st, 2020. Trains are diverted or canceled. In long-distance traffic, travel times are extended by 20 to 45 minutes and the number of seats is reduced. 183 million euros are to be used.

outlook

As part of the Stuttgart 21 project , the northern approach to Stuttgart is to be shortened and accelerated by one kilometer, reducing travel time by one minute and creating additional reserves. The P option taken into account in the project envisages the extension of the new line via the Prague tunnel to the area between the Nordbahnhof and Pragfriedhof in the event of increasing traffic volumes in the Stuttgart junction , in order to merge there into the Bad Cannstatt tunnel towards the main station.

A traffic forecast for the year 2025 in the section between Vaihingen and Stuttgart expects 62,200 travelers per day (sum of both directions), this corresponds to an increase of 9,000 travelers compared to 2010. Northwest of Vaihingen 50,600 travelers are expected (+12,400). Another forecast expects 66,300 travelers in 2025, compared to 48,100 in 2010.

The first expert draft of the Deutschland-Takt concept presented in October 2018 provided for a basic long-distance service of five trains per hour and direction in the section between Vaihingen (Enz) and Stuttgart. In long-distance traffic between Mannheim and Stuttgart, long-distance trains with a speed of 250 km / h should achieve a travel time of 36 minutes, between Karlsruhe and Stuttgart trains with a speed of 300 km / h should achieve a travel time of 32 minutes. In the second expert draft submitted in May 2019, up to 7.5 train pairs per hour (between Stuttgart and Vaihingen) were planned. In the third expert draft submitted in June 2020, eight trains per hour and direction are stored in the southern section of the route.

In July 2019, DB suggested aiming for a travel time between Mannheim and Stuttgart of just under 30 minutes, which is desirable for the German frequency, by optimizing beyond Stuttgart 21. In the middle of October 2019, the transport committee of the state parliament of Baden-Württemberg decided unanimously that the state should decide for “the capacity expansion of the northern inlet Feuerbach / Zuffenhausen by a 5./6. Track as a measure to implement the Germany clock "should use. This should close a gap between the end of the high-speed route and the start of the Stuttgart 21 infrastructure in Feuerbach. The federal government is considering a proposal by the state to reduce the ICE travel time between Mannheim and Stuttgart from 38 to 30 minutes. Stuttgart 21 and the introduction of ETCS are supposed to save two minutes each, the remaining four minutes with an underground fifth and sixth track between Feuerbach and Zuffenhausen. For this purpose, a ten kilometer long tunnel is planned that will lead out of the Feuerbach tunnel, cross under Zuffenhausen and the A 81 and merge north of Münchingen into the high-speed line to Mannheim. Deutsche Bahn also sees potential in accelerating the entry and exit of Mannheim. By means of the introduction of ETCS planned by 2030, the ban on crossing tunnels should be monitored (and thus 280 km / h also permitted in tunnels) and the overcurrent limitation increased. The expansion will shorten the travel time on a number of connections and better connect the Stuttgart, Ulm and Augsburg nodes.

The third expert draft of the Deutschland-Takt provides for travel times of 31 to 32 minutes with trains traveling at 300 km / h between Mannheim and Stuttgart. The main line tunnel in Stuttgart is said to have been included in the third expert draft. If a subsequent economic assessment turns out to be positive, the measure would be included in the Federal Railways Expansion Act.

The section in the Stuttgart area is to be integrated into the Stuttgart digital node by 2030 and equipped with digital interlockings , ETCS and automated driving .

An increase in the permissible speed up to 300 km / h is being examined (as of June 2020).

business

An Intercity shortly before entering the Langes-Feld-Tunnel, direction Stuttgart (1994)

The Enztal transfer point near Vaihingen, which was dismantled in October 2010

Today (as of 2019) the ICE regular trains for the Stuttgart – Mannheim section take between 37 and 41 minutes. The TGV and ICE trains of the Stuttgart – Paris POS relation and the Stuttgart – Bruchsal – Karlsruhe IC trains use the high-speed route to the Rolleberg junction and then continue on the Heidelberg – Karlsruhe line to Karlsruhe. The travel time between Stuttgart and Karlsruhe is 36 minutes in the TGV and ICE without a stop, and 42 minutes in the IC / EC with a stop in Bruchsal.

The following lines used the new Stuttgart – Mannheim line in the 2019 timetable:

• Completely:
  • ICE 42 Dortmund – Mannheim – Munich
  • ICE 11 Berlin – Mannheim – Munich
  • ICE 22 Hamburg – Frankfurt / Main – Mannheim – Stuttgart
• between Mannheim Hbf and Abzw Waghäusel Saalbach:
  • ICE 12 Berlin – Mannheim – Basel
  • ICE 20 Hamburg – Frankfurt / Main – Mannheim – Basel
  • EC 30 Hamburg – Cologne – Mannheim – Basel – Chur
  • ICE 43 Cologne – Mannheim – Basel
  • TGV / ICE 82 Frankfurt / Main – Mannheim – Paris
  • TGV 84 Frankfurt / Main – Mannheim – Marseille
  • ECE 85 Frankfurt / Main – Mannheim – Basel – Milan
• between Abzw Bruchsal Rollenberg and Stuttgart:
  • IC 30 Hamburg – Cologne – Mainz – Mannheim – Stuttgart
  • IC / EC 60 (Salzburg–) Munich – Stuttgart – Bruchsal – Karlsruhe (–Basel)
  • IC / EC 62 Frankfurt / Main – Stuttgart – Salzburg – Linz / Klagenfurt / Graz (every two hours)
  • TGV / ICE 83 (Munich–) Stuttgart – Paris
• between Vaihingen (Enz) and Stuttgart:
  • IC 61 Nuremberg – Stuttgart – Vaihingen / Enz – Pforzheim – Karlsruhe (–Basel) (every two hours)
  • IRE 1 Karlsruhe – Stuttgart

In addition to the lines mentioned, there are trains on various routes during rush hour , for example Stuttgart – Saarbrücken, Stuttgart – Mainz and Stuttgart – Cologne / Dortmund.

A detail that is rare for new German lines: a regional train on the Enztalbrücke , on the way from Vaihingen (Enz) to Stuttgart

ICE at the height of the Hockenheim train station

The use by scheduled regional trains is remarkable for a German high-speed new line. With the extensive abolition of the Interregio train type , the state of Baden-Württemberg ordered a two-hour regional transport line between Stuttgart and Karlsruhe from the end of 2002, which runs between Stuttgart and Vaihingen an der Enz via the high-speed line. Since 2019, three trains have been running every two hours on weekdays; Together with the two-hour IC line Karlsruhe – Nuremberg, there is a half-hourly service. Initially, the trains ran with Interregio cars. On March 19, 2006, individual circuits were initially converted to double-deck cars (with class 146.2 locomotives). Trains from Go-Ahead Baden-Württemberg with Stadler Flirt railcars have been running on the line since June 2019 .

The route is primarily available to long-distance passenger trains between 4:30 a.m. and 11:50 p.m., during the rest of the time, freight trains have priority in operations. Between 10 p.m. and 6 a.m. today (as of 2009) around 60 freight trains travel the route, and between 6 a.m. and 10 p.m. nine freight trains.

In August 1994 around 100 passenger and 30 freight trains used the route every day. The new line was used in 1995 between the Rolleberg junction and Vaihingen (Enz) by 110 passenger and 30 freight trains a day. The forecast for the Federal Transport Infrastructure Plan 1980 envisaged a load of 77 passenger and 130 freight trains per day for 1990. The profitability calculation was based on 240 trains per day, about half each passenger and freight trains. In addition, network-wide effects were applied. The reasons given for the actually lower capacity utilization in 1994 included the not yet completed expansion of the rest of the network (on which the forecast was based) and the “unsatisfactory development” of rail freight transport.

The maximum line speed for commissioning was 250 km / h. After an exceptional permit from the Federal Ministry of Transport on March 24, 1995, the maximum speed allowed between the Pfingstberg transfer point and the Saalbach junction for the ICE 1 was increased to 280 km / h. After further exceptional approvals, a regulation independent of the vehicle was finally introduced by decree of December 27, 1996.

From the end of the 1990s, the maximum speed - even in the event of a delay - was 250 km / h. With the timetable change on December 13, 2009, the speed limit for ICE 1 and ICE 2 between the Pfingstberg and forest tunnels was increased to 280 km / h.

A continuous speed increase to 280 km / h, also in the tunnels of the high-speed sections, is being investigated (status: 2007). The necessary, safe separation of passenger and freight trains is to be implemented by changing the existing signaling technology. In deviation from the maximum speed of 250 km / h permitted in § 40 No. 2 sentence 1  EBO , an exceptional approval by the Federal Ministry of Transport (according to § 3 Paragraph 1 No. 1  EBO) allows a maximum route speed of 280 km / h, combined with special safety requirements .

• 

  Exceptional approval for 280 km / h operation with ICE 1 (March 1995)

• 

  Exceptional approval for 280 km / h operation with ICE 2 (September 1996)

• 

  Vehicle-independent exceptional approval for 280 km / h operation (December 1996)

At the end of the 1980s, containers of the combined cargo traffic had proven to be critical for encounters between passenger and freight trains in tunnels, which made it necessary to reduce the pressure load when trains encountered passenger trains and thus to reduce the speed of the ICE.

The Enztal transfer point was dismantled in October 2010.

technology

Typical ballast superstructure of the route - the LZB cable can be clearly seen in the middle of the track

The standard-gauge line has two continuous tracks with a center-to-center distance of 4.70 meters and a subgrade width of 13.70 meters. The superstructure has been largely in conventional ballast superstructure with UIC-60 rails on B-70 concrete sleepers with System W executed. In 1993, the ballast was elastically bonded in the head area of ​​the tracks in the tunnels of the first two new lines over a total length of 86 kilometers. These measures should prevent damage from ice sheets (weighing up to several tons), which in winter - due to changes in temperature and pressure when entering the tunnels and when trains meet - become detached from the trains and damage the route.

For the planned mixed operation of passenger and freight trains as well as for maintenance, transfer points were set up at intervals of five to seven kilometers and operating and overtaking stations ( Hockenheim , Kraichtal and Vaihingen (Enz) ) at intervals of around 25 kilometers . The switches of the transfer points can be driven at 100 km / h in the branching line (switch radius 1200 meters), only the Mettertal transfer point can be driven at 130 km / h.

Trains that are to travel the route must be suitable for encounters with vehicles up to 250 km / h (especially in tunnels). In the case of passenger trains, the toilet systems must be of closed construction. In just the years 1988 and 1989, a total of 160 intercity -vans which 21 Großraumwagen first class (Apmz), 37 compartment cars first class (Avmz) and 102 Großraumwagen second class (Bpmz), the former German Federal Railroad druckertüchtigt , fully navigate the track to be able to. Combined transport wagon trains may not weigh more than 1,600 t. The maximum mass of freight trains is 2500 tons due to the maximum load on the high bridges of trains that are approaching and braking at the same time.

The route is continuously (km 2.1 to 99.5) equipped with line train control (LZB). The original plan was to use the LZB only as a supplement to the H / V signal system for high-speed trains. When it became clear that most trains would run LZB-guided over the route, the H / V system was designed as a fall-back level and the number of signals was reduced to around a third of the planned number. Fixed light signals only cover the operating points of the line, block signals exclusively used for train sequence were not installed. To compress the train sequence in LZB-guided trains, LZB sub-blocks were set up at a distance of around 2.5 km between the stationary signals. If an LZB-guided train enters a free LZB block section that is part of a H / V block section that is not yet free, the opaque light signal is darkened . In the mid-1970s, it was temporarily considered to install the Sk signal system on the line instead of the LZB.

The line was fully equipped for track changing operations. To track vacancy detection are audio-frequency track circuits used. With the exception of the Markstein tunnel and the Langes Feld tunnel , no repeater signals were set up on the high-speed route .

The section between Mannheim and the Saalbach junction , which was put into operation early , is controlled from conventional relay interlockings , the other sections from electronic interlockings (ESTW). The Hockenheim electronic interlocking was brought forward and served as a test vehicle for the first two new lines.

The junction in Saalbach from Mannheim

The track switches are designed as high-speed switches . From the junction in Saalbach, for the first time in Germany, newly developed arched turnouts for junction speeds of 200 km / h (radius 6000–7000 meters) were used. The switches are 154 meters long and weigh 210 tons, the length of the tongues is 56 meters. The pair of points is one of the six fastest branches in Germany today (along with the points at the Nantenbach curve and the high-speed points in Bitterfeld station ).

The Re 250 type overhead contact line , as it was installed on the line

New traction power lines were built over a total length of 190 kilometers between Flörsheim and Stuttgart to ensure the line's energy supply. The line is electrified with 15 kilovolt 16.7 Hertz alternating current . A type Re 250 overhead contact line is used on the route . Substations were set up at a distance of around 20 kilometers, the Wiesental and Vaihingen (Enz) substations are supplied from a branch traction current line that branches off the Wiesental – Vaihingen route. 1750 steel lattice and 1150 spun concrete masts take on the overhead line and in places additional feed lines. The tensioning lengths of the chain works are 1,300 meters. About 300 million DM, about 8.5 percent of the total expenditure, are accounted for by electrical systems (price as of around 1989). The height of the contact wire above the upper edge of the rail is 5.30 meters (in the old network it fluctuates between 4.9 and 6.0 meters). The overcurrent limit was initially 1000 amps and should be increased to 1500 A after a test carried out in 2001.

With a standard cross-sectional area of ​​82 square meters, the line's tunnels are suitable for encounters between 250 km / h ICE trains and 120 km / h freight trains. Higher ICE speeds place special demands on the quality of the freight car loads. As a result of two switches that join the route, 210 square meters are reached at the north portal of the Rolleberg Tunnel . In the landmark tunnel one was solid track installed.

By the end of 1992, a continuous supply of public radio along the route was set up as part of the "tunnel radio system 91". The system, developed between 1989 and 1991 by the then Federal Railroad, Deutsche Bundespost Telekom , Bosch , Siemens and ANT , was installed along the entire route (including all tunnels) by the end of 1992. A total of seven channels of the C network , one channel for Eurosignal and transmission options for three radio channels have been set up. A total of 213 tunnel radio stations were set up on the first two new lines, and 320 kilometers of line were equipped with leakage , power supply and fiber optic cables. The technology was set up during ongoing operations, between 1 a.m. and 6 a.m. The investment decision was preceded by operational trials in Arnstedt and Orxhausen . The tunnel radio system was in operation until December 31, 2000.

21 base stations supply the route and its tunnel with GSM-R . Numerous base stations of the public GSM - mobile communications provide the route. Additional base stations were set up at eleven locations in order to ensure that the route was completely covered. At five locations ( Pfingstberg Tunnel North, Rolleberg Tunnel West, Freudenstein Tunnel East, Markstein Tunnel East, Tunnel Langes Feld West), repeater systems were installed to supply the tunnels , which are supposed to guarantee continuous reception in wagons equipped with repeaters .

security concept

The safety of railway operation is achieved through a variety of measures. In accordance with the regulations of the railway building and operating regulations , additional measures are prescribed for high-speed trips of over 160 km / h. For example, trains are continuously monitored during high-speed travel using line train control , and H / V signals in compact design are available as a fallback level. Safety switches had to be installed at all junctions with the main tracks , level crossings were not allowed to be set up.

The safety concept for the tunnels on the new lines emerged from an intensive discussion process in the 1980s. In accordance with the recognized rules of technology valid during the planning phase , the route's tunnels were equipped with escape routes along the edge of the route, escape route markings, orientation lighting (from 800 meters in length) and airflow alarm systems (to determine the escape direction). Driveways to and rescue stations have been set up at the portals, and emergency exits at some tunnels . The establishment of the emergency exits was based on considerations of the proportionality of costs and rescue benefits, whereby the federal states involved had called for a significant concentration of the exits.

Ten tunnels with a total length of around 30 kilometers are included in a retrofit program in which the structures are to be adapted as far as possible to current safety standards without interfering with the structure . This includes, among other things, the establishment of rescue areas, the creation of driveways, sidewalks and escape route markings as well as the fire-fighting water supply. By the end of 2012, several tunnels along the route are to be retrofitted with rescue areas and access points. The retrofitting of emergency exits is not planned due to high costs. This retrofit program has been running since around 2002.

Freight trains only use the route at night in order not to obstruct high-speed traffic and to avoid encounters with passenger trains. A rescue train was stationed in Mannheim and Kornwestheim .

• 

  Rolleberg junction

• 

  Intercity at Vaihingen (Enz) station

• 

  ICE between Enz Valley Bridge and Pulverdinger Tunnel

• 

  TGV POS between Enz Valley Bridge and Pulverdinger Tunnel

literature

• Joachim Seyferth: The new lines of the German Federal Railroad: Mannheim – Stuttgart, Hanover – Würzburg ( rail - book 1) . Josey-Verlag, Wiesbaden 1983, ISBN 3-926669-00-4 .
• Knut Reimers and Wilhelm Linkerhägner: Paths into the future. New construction and expansion lines of the DB . Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 .
• Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart . Hestra-Verlag, Darmstadt 1989, ISBN 3-7771-0216-4 .
• Gerhard Prommersberger: Valley bridges . edition coordination, 1987, ISSN  0938-5355 ( engineering structures - DB new line Mannheim-Stuttgart ).
• Gerhard Prommersberger: Tunnel construction technology, bridges . edition coordination, 1991, ISSN  0938-5355 ( engineering structures - DB new line Mannheim-Stuttgart ).
• Gerhard Prommersberger: Tunneling Technology - Open Construction . edition coordination, 1986, ISSN  0938-5355 ( engineering structures - DB new line Mannheim-Stuttgart ).
• Gerhard Prommersberger: Tunneling Technology - Mining Construction . edition coordination, 1986, ISSN  0938-5355 ( engineering structures - DB new line Mannheim-Stuttgart ).
• Bottleneck Mannheim – Stuttgart . 30-minute documentary by Hanns-Joachim Kocks, 1979. Published as part 22 of the Eisenbahn-Romantik series .

Web links

Commons : New Mannheim – Stuttgart line  - album with pictures, videos and audio files

• Route, operating points, hectometres and permissible speeds on the OpenRailwayMap
• General State Archives Karlsruhe, Federal Railway Directorate Karlsruhe: Photo documentation of the new ICE line Mannheim-Stuttgart
• Mannheim – Stuttgart high-speed line. In: Structurae

Individual evidence

1. ^ Rudolf Bienstock, Siegfried Lorenz: Construction of the new Mannheim – Stuttgart line under the Kornwestheim marshalling yard . In: Die Bundesbahn , issue 10/1985, pp. 861–867.
2. ↑ DB Netze - Infrastructure Register
3. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
4. ↑ ^{a b c d e f} German Bundestag (Ed.): Answer of the Federal Government to a small question from the MP Dr. Klaus-Dieter Feige and the BÜNDNIS 90 / DIE GRÜNEN group: Economic efficiency of the "ICE new routes" - printed matter 12/8381 - (PDF; 262 KiB). Printed matter 12/8476 of September 12, 1994, p. 2 f.
5. ↑ ^{a b} Rehabilitation of the Mannheim - Stuttgart high-speed line. (PDF) DB Kommunikation, Regional Office Southwest, July 18, 2019, accessed on July 20, 2019 . 
6. ↑ ^{a b c d} Renovation of the Mannheim - Stuttgart high-speed line begins. In: deutschebahn.com. Deutsche Bahn, April 9, 2020, accessed on April 13, 2020 . 
7. ↑ Without a source
8. ↑ Deutsche Bahn AG: Route of the new Rhine / Main – Rhine / Neckar line ( memento of the original from March 4, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 240 KiB). Document dated June 15, 2007. 
9. ↑ ^{a b c d e f g h i j} Karl Gerhard Baur: The new Mannheim - Stuttgart line in the Rhine Valley . In: Railway courier . No. 5, 1986, ISSN  0170-5288 , pp. 6-14.
10. ↑ ^{a b c d e f g h i j k l} Hörstel / Niedt (1991), pp. 20-24.
11. ^ Announcement: Striking buildings on the relocated Rhine Valley Railway of the DB . In: Railway technical review . 36, No. 3, 1987, p. 192.
12. ↑ ^{a b c} Horst J. Obermayer: New routes for the InterCityExpress . In: Herrmann Merker (Ed.): ICE - InterCityExpress at the start . Hermann Merker Verlag, Fürstenfeldbruck 1991, ISBN 3-922404-17-0 , pp. 57-69.
13. ↑ ^{a b} Message NBS Mannheim – Stuttgart: Largest tunnel pre-cut completed . In: Die Bundesbahn , 5/1989, p. 445.
14. ↑ Heinz Dürr , Knut Reimers (Ed.): High-speed traffic . 1st edition. Hestra-Verlag, 1991, ISBN 3-7771-0234-2 ( Yearbook of Railways , Volume 42), p. 142.
15. ↑ ^{a b c d e} Rüdiger Block: ICE racetrack: The new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
16. ↑ ^{a b c d e f g h i j k l m n o p q r} Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 , p. 195-202 .
17. ↑ ^{a b c d} M / S project group at Bahnbauzentrale (publisher): New Mannheim – Stuttgart line: a concept for all of us . 28-page brochure from January 1986, Karlsruhe, 1986.
18. ↑ Central transport management of the German Federal Railroad (ed.): New lines of engineering structures: bridges, tunnels, elevated railways, supporting structures . Brochure (28 pages) from November 1975, p. 6.
19. ↑ ^{a b c} Railway construction center of the main administration of the Deutsche Bundesbahn (Ed.): New construction and expansion lines of the Deutsche Bundesbahn: Questions & Answers, Numbers & Data, Arguments & Views . Brochure (44 pages A4) dated December 1983, Frankfurt am Main, 1983, pp. 15, 25, 28.
20. ↑ ^{a b c d} Erich Fein: Landscape and environmental protection on new lines . In: Reiner Gohlke , Knut Reimers (Hrsg.): The new railway . Hestra-Verlag, Darmstadt 1985. ( Yearbook of the Railway System. Volume 36), pp. 72–79.
21. ↑ ^{a b c d} Without author: The further plans of the new railway . In: Bahn-Special , Die Neue Bahn . No. 1, 1991, Gera-Nova-Verlag, Munich, p. 78 f.
22. ↑ Deutsche Bundesbahn, Zentrale, Presse and Public Relations (ed.): Modern line and fast trains - a concept for the future , 24 pages, no year (approx. 1988), p. 13.
23. ^ Hans-Martin Heuschele: A train station under the main train station . In: Stuttgarter Nachrichten . No. 202 , August 27, 1970, pp. 17 .
24. ^ ^{A b c} Deutsche Bundesbahn, Bahnbauzentrale, Mannheim – Stuttgart project group (ed.): DB new line Mannheim – Stuttgart. A concept for all of us. Brochure (20 pages, 24 cm × 17.5 cm), approx. 1978, p. 8.
25. ↑ ^{a b c d e f} Deutsche Bundesbahn, Bundesbahndirektion Stuttgart (Ed.): New Mannheim - Stuttgart line. Federal Railway Directorate Stuttgart 1. Information 1 , brochure (8 pages) dated May 1975.
26. ↑ ^{a b c d e} Nothing works without a tunnel . In: Der Spiegel . No. 52 , 1979, pp. 53-60 ( Online - Dec. 24, 1979 ).
27. ↑ ^{a b} Project Group Corridor Investigations in the BMV (Ed.): Investigation of investments in traffic routes in selected corridors in the Federal Republic of Germany: Report of the project group "Corridor investigations" in the Federal Ministry of Transport . Verlag Neue Presse, Coburg 1974, ( series of publications by the Federal Minister of Transport , issue 47), p. 11, 30 f.
28. ↑ ^{a b c d} Andreas M. Räntzsch: Stuttgart and its railways . Verlag Uwe Siedentop, Heidenheim 1987, ISBN 3-925887-03-2 , pp. 411-418.
29. ↑ Group for General Studies of the German Federal Railroad (Ed.): High-speed route for the main traffic flows in the Federal Railroad network . Study completed September 1964, pp. 6, 7.
30. ↑ ^{a b c d e} 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.
31. ↑ Paul Werner: Expansion and supplementation of the route network of the German Federal Railroad . In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 16-20.
32. ^ 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.
33. ↑ ^{a b c d} Heinz Bubel: The technical design of the new lines of the German Federal Railroad . In: Der Eisenbahningenieur , 28 (1977), Issue 1, pp. 11-18.
34. ↑ ^{a b c d} Eugen Reinhard: Traffic . In: 40 years of Baden-Württemberg. Structure and design 1952–1992 . Konrad Theiss Verlag, Stuttgart 1992, ISBN 3-8062-1018-7 , pp. 413-478.
35. ↑ ^{a b} Thomas Zeller: Straße, Bahn, Panorama , Campus-Verlag, Frankfurt am Main 2002, ISBN 3-593-36609-6 , pp. 373, 379.
36. ↑ ^{a b c d e f g h} Werner Hagstotz: Concern and collective action in rural areas . Verlag Haag + Herchen, Frankfurt am Main, 1981, ISBN 3-88129-475-9 , pp. 262-275.
37. ↑ ^{a b} The state government says tough “no” to this route . In: Ludwigsburger Kreiszeitung , December 7, 1977.
38. ↑ ^{a b c d e f} 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.
39. ↑ ^{a b c d e} Rudolph (1989), p. 108 f.
40. ↑ Regionalverband Mittlerer Neckar (Ed.): New Mannheim - Stuttgart line of the Deutsche Bundesbahn . (Series of publications, volume 6), Stuttgart 1977, p. 26.
41. ↑ Erich Fein: The new railway buildings in the Mannheim area as part of the introduction of the Western Riedbahn and the new Mannheim – Stuttgart line . In: DB Bahnbauzentrale Frankfurt / M. (Ed.): Railway construction for the 21st century: line expansion at the Deutsche Bundesbahn . Frankfurt am Main, approx. 1984, pp. 52-62.
42. ^ Project group Mannheim - Stuttgart of the Bahnbauzentrale, information center (ed.): Future for the Federal Railroad? , Brochure, 32 A4 pages, Karlsruhe, 1981, p. 28.
43. ↑ ^{a b c} TRAFFIC: Play with the train . In: Der Spiegel . No. 34 , 1976, pp. 57-60 ( Online - Aug. 16, 1976 ).
44. ^ Wilhelm Linkerhägner: New and expanded lines of the Deutsche Bundesbahn . In: Jahrbuch des Eisenbahnwesens , 1977, pp. 78–85.
45. ^ Announcement of the new Mannheim – Stuttgart line . In: Yearbook of the Railway System , 1977, p. 173.
46. ↑ BUNDESBAHN: Stattkino . In: Der Spiegel . No. 53 , 1977, pp. 59 ( Online - Dec. 26, 1977 ).
47. ^ Fridtjof Theegarten: Hurdles in a new age of the railway . In: Stuttgarter Nachrichten , No. 167, July 23, 1977, p. 14.
48. ^ The new Mannheim-Stuttgart line of the Deutsche Bundesbahn: Section 13. Markgröningen. Four-sided Leporello, Karlsruhe, June 1977.
49. ↑ ^{a b c d e f} Erich Fein, Dietrich Neidhardt: New Mannheim – Stuttgart line: A project is taking shape . In: Die Bundesbahn , issue 10/1981, pp. 807–816.
50. ↑ Realize the express railway line according to the plans from 1978 . In: Ludwigsburger Kreiszeitung , November 29, 1978.
51. ↑ Municipalities defend themselves against the rapid transit compromise . In: Ludwigsburger Kreiszeitung , November 11, 1978.
52. ↑ The train wants to pass Würzburg's Steinwein at a pace of 200 kilometers . In: Die Welt , August 8, 1979.
53. ↑ Express train not ready before 1985 . In: Ludwigsburger Zeitung , December 9, 1978.
54. ^ Deutsche Bundesbahn, project group Mannheim - Stuttgart of the Bahnbauzentrale (publisher): New line Mannheim - Stuttgart: Möglingen, Schwieberdingen, planning approval area 14 . Brochure, 16 A4 pages, Karlsruhe 1981, p. 4.
55. ↑ Horst Binnewies: The investment strategy of the German Federal Railroad in focus of the year 1982 . In: The Federal Railroad . Vol. 57, No. 11, 1981, ISSN  0007-5876 , pp. 875-881.
56. ↑ Christian Woelker: Federal Transport Infrastructure Plan '80: The rail is catching up . In: Wolfgang Vaerst , Peter Koch (Ed.): Yearbook of the Railway System, Vol. 31, Hestra-Verlag, Darmstadt 1980, ISSN  0075-2479 , ISBN 3-7771-0160-5 , pp. 30-36.
57. ^ Dietrich Neidhardt: Public Relations for the new Mannheim – Stuttgart line . In: Die Bundesbahn , 8/1978, pp. 599–603.
58. ↑ ^{a b c} Some just want to get a little out of it . In: Frankfurter Allgemeine Zeitung , May 18, 1982.
59. ↑ Erich Fein: Planning and implementation of the new Mannheim – Stuttgart line . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future . Hestra-Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , p. 169-176 .
60. ^ Project group Mannheim - Stuttgart of the Bahnbauzentrale, information center (ed.): Future for the Federal Railroad? , Brochure, 32 A4 pages, Karlsruhe, 1981, p. 26.
61. ^ Project group Mannheim - Stuttgart of the Bahnbauzentrale, information center (ed.): Future for the Federal Railroad? , Brochure, 32 A4 pages, Karlsruhe, 1981, p. 18.
62. ↑ "With Tempo 250 Into a New Age" . In: Der Spiegel . No. 43 , 1984, pp. 69-85 ( Online - Oct. 22, 1984 ).
63. ^ Judgment with file number 4 C 26.87 of July 27, 1990 by the 4th Senate at the Federal Administrative Court. Quoted in: “Eco” seal for new line from the highest authority . In: Die Bahn informs , issue 5/1990, p. 13, ZDB -ID 2003143-9 .
64. ^ Deutsche Bundesbahn, project group Mannheim - Stuttgart of the Bahnbauzentrale (publisher): New line Mannheim - Stuttgart: Möglingen, Schwieberdingen, planning approval area 14 . Brochure, 16 A4 pages, Karlsruhe 1981, p. 14.
65. ↑ Transport + Environment Advisory Group: Update of the benefit and cost components of the new railway lines under construction . Freiburg im Breisgau, August 1983, p. 4.
66. ↑ ^{a b c} Peter Münchschwander (Ed.): The high-speed system of the Deutsche Bundesbahn . ( Taschenbuch Verkehrswirtschaft , Schienenschellverkehr 3 ), R. v. Decker's Verlag, G. Schenk, Heidelberg 1990, pp. 26-31.
67. ↑ ^{a b} Deutsche Bundesbahn, Bahnbauzentrale, Mannheim – Stuttgart project group, p. 18.
68. ^ Karl Geibel: Hope for the train of the future . In: Stuttgarter Nachrichten , May 25, 1991.
69. ^ Aris Samaras, Christiane Lauer: New Mannheim – Stuttgart line: Bruchsal connecting curve . In: Die Bundesbahn 5/1989, pp. 451–456.
70. ↑ Horst Keuert: Planning and construction of new lines . In: Deine Bahn , issue 5/1982, pp. 284–288.
71. ^ ^{A b c d} Deutsche Bundesbahn / Deutsche Reichsbahn (ed.): More than 60 trains in three hours . In: Die Bahn informs , "Reprint June '93", p. 12.
72. ↑ Dr.-Ing. Weigand: Guidelines for the routing of new lines . In: The Federal Railroad . tape 51 , no. 3 , March 1975, ISSN  0007-5876 , pp. 193 .
73. ^ Deutsche Bundesbahn, M / S project group (ed.): New Mannheim - Stuttgart line. Plan approval area 2 a / b , brochure (16 pages A4 landscape format), Karlsruhe, 1983, p. 14.
74. ↑ Message DB is investing 5.1 billion marks . In: Railway technical review . 33, No. 3, 1984, p. 208.
75. ↑ Jürgen Grübmeier, Roland Heinisch : Planning for the rail network of the future . In: Reiner Gohlke , Knut Reimers (ed.): Yearbook of the railway system . Hestra-Verlag, Darmstadt 1985, ISBN ( Yearbook of the Railway System. Volume 36), pp. 30–39.
76. ↑ ^{a b c} Notification of the new Mannheim – Stuttgart line (NBS M / S): 2500. Catenary mast erected . In: Die Bundesbahn , 4/1989, p. 352.
77. ↑ ^{a b} Report NBS Mannheim – Stuttgart: Track construction up to kilometer 50 . In: The Federal Railroad . No. 11, 1989, p. 1012 f.
78. ↑ Announcement of structural work on Freudenstein tunnel completed . In: Die Bundesbahn , Edition 8 1990, p. 823.
79. ↑ ^{a b} Rüdiger Block: On New Paths. The new lines of the Deutsche Bundesbahn . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 30-35.
80. ↑ 13271 owners were involved . In: Stuttgarter Nachrichten , May 31, 1991, p. 17.
81. ↑ Announcement Now also trial operation on the new Mannheim – Stuttgart line . In: Railway technical review . 36, No. 1/2, 1987, p. 4.
82. ^ Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden 1991, pp. 88–94, ISBN 3-280-01994-X .
83. ↑ Erich Fein: The western introduction of the Riedbahn in Mannheim Central Station . In: The Federal Railroad . No. 61 , 1985, pp. 401-408 .
84. ↑ Message NBS Graben-Neudorf - Mannheim only with 140 km / h . In: Eisenbahn-Kurier , issue 12/1988, p. 42.
85. ↑ ^{a b} Konrad-H. Naue, Bringfried Belter: Final spurt for the new Hanover – Würzburg and Mannheim – Stuttgart lines . In: Die Bundesbahn , year 1990, issue 10, pp. 937–940.
86. ↑ Without a source
87. ↑ Uwe Bogen: The train of the new times breaks through a smoke screen . In: Stuttgarter Nachrichten , May 31, 1991.
88. ^ Deutsche Bundesbahn, headquarters, central sales office: InterCityExpress . 20-page advertising brochure, no year, p. 17.
89. ↑ BUNDESBAHN: Where is built . In: Der Spiegel . No. 9 , 1973, p. 33 f . ( Online - Feb. 26, 1973 ).
90. ↑ Report on cost reduction on the new lines of the Deutsche Bundesbahn . In: Railway technical review . 33, No. 12, 1984, p. 878.
91. ↑ The Federal Minister of Transport (ed.): Federal Transport Route Plan 1985 - Status of Realization . Annex to the status report of the Federal Transport Infrastructure Plan 1985 and the German Transport Infrastructure Plan. Bonn October 2, 1990, p. 6 .
92. ^ Günther Ellwanger: TGV system Paris – Southeast not transferable to German conditions . In: The Federal Railroad . Vol. 58, No. 10, 1982, ISSN  0007-5876 , pp. 755-758.
93. ^ Bahnbau-Zentrale (Ed.): The Bahnbau-Zentrale informs: New line Mannheim – Stuttgart: Necessity + benefits, costs + construction time, planning process + citizenship . 16-page brochure, approx. 1978, p. 4.
94. ↑ Archived copy ( memento of the original from September 29, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Deutsche Bahn AG, press release of August 5, 2015 
95. ↑ This year the railway invested 400 million euros in the country . In: Stuttgarter Zeitung . January 20, 2015, p. 21 .
96. ^ Richard Rother: Gravel for fast trains . In: the daily newspaper . December 9, 2014, ISSN  0931-9085 , p. 2 ( online ).
97. ↑ Construction-related restrictions on the SFS Mannheim - Stuttgart . In: Eisenbahn-Revue International . No. 6 , 2016, ISSN  1421-2811 , p. 266 .
98. ^ Germany-Frankfurt am Main: Services of architecture and engineering offices as well as surveying services. Document 2016 / S 146-264169. In: Supplement to the Electronic Official Journal of the European Union . July 30, 2016, accessed July 30, 2016 . 
99. ↑ ^{a b} Tanja Seela: IB-Integrated Bundling: timetable year 2020 RB Südwest. (PDF; 1.9 MiB) (No longer available online.) DB Netz AG, February 19, 2018, pp. 3–6 , archived from the original on March 13, 2018 ; accessed on March 12, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
100. ^ Christian Milankovic: renovation with full closure . Stuttgarter Zeitung online, June 15, 2017
101. ↑ ^{a b} The Stuttgart node in the 2nd expert draft of the Deutschland-Takt. (PDF) In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, 2020, p. 4 in PDF , archived from the original on January 3, 2020 ; accessed on January 3, 2020 . 
102. ^ DB ProjektBau GmbH, Northwest Branch (Ed.): Plan approval documents. Redesign of the Stuttgart railway junction. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Section 1.5: Access to Feuerbach and Bad Cannstatt. Construction km -4.0 -90.3 to -0.4 -42.0 and -4.8 -64.4 to -0.4 -42.0.
     Appendix 1: Explanatory report. Part III: Description of the plan approval area .
     Document dated June 9, 2006. Plan approved on October 13, 2009 by the Federal Railway Office, Karlsruhe / Stuttgart branch (file number 59160 PAP-PS21-PFA1.5 ), p. 15.
103. ↑ Verband Region Stuttgart (Ed.): Annex 4.1 to the submission 190/2013, exam of the transport committee on May 8, 2013 . May 8, 2013, p. 1, 3 ( PDF ; 5 MiB).
104. ↑ Regional traffic plan . (PDF) Verband Region Stuttgart , July 2018, p. 57 f. , accessed on February 7, 2020 (p. 59 f. in PDF). 
105. ↑ Target timetable Germany-Takt: First expert draft long-distance traffic. (PDF) SMA und Partner , October 9, 2018, accessed on October 21, 2018 . 
106. ↑ Destination timetable Germany-Takt. (PDF) Second expert draft Baden-Württemberg. SMA und Partner , May 7, 2019, accessed June 23, 2019 . 
107. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed June 30, 2020 . 
108. ↑ Stuttgart 21 is an essential prerequisite for the planned Germany cycle. (PDF) Deutsche Bahn, July 16, 2019, accessed on July 17, 2019 . 
109. ^ Christian Milankovic: Landtag puts pressure on rail expansion . In: Stuttgarter Zeitung . tape 75 , October 18, 2019, p. 21 ( online ).
110. ^ Thomas Durchdenwald: Rail bottleneck : Federal government examines track expansion . In: Stuttgarter Nachrichten . tape 74 , December 14, 2019, p. 21 .
111. ^ Christian Milankovic: Federal government is planning a new rail tunnel in Stuttgart . In: Stuttgarter Zeitung . tape 76 , March 13, 2020, p. 21 ( online for a fee ).
112. ↑ Minister Hermann is pleased with the progress made in expanding the northern approach to Stuttgart Central Station. In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg, March 8, 2020, accessed on March 11, 2020 . 
113. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft Baden-Württemberg. SMA und Partner AG, June 30, 2020, accessed June 30, 2020 . 
114. ↑ Report on the utilization of the access routes and the current status on the subject of northern access. (PDF) In: gecms.region-stuttgart.org. Verband Region Stuttgart , May 25, 2020, p. 2 f. , accessed on June 8, 2020 . 
115. ^ Jens Bergmann: Digital node Stuttgart. (PDF) Declaration by DB Netz AG on content and objectives. DB Netz, April 21, 2020, pp. 3, 5 , accessed on April 24, 2020 . 
116. ↑ Peter Deeg: 20-60610 Supplement to the statement on the aerodynamics of the STUTTGART-BRUCHSAL high-speed section, the new WENDLINGE-Ulm line and the new Stuttgart main station. (PDF) DB Systemtechnik , June 30, 2020, p. 7 (PDF) , accessed on August 2, 2020 . 
117. ↑ ^{a b} Message New double-decker cars for high-speed route . In: Eisenbahn-Revue International , issue 6/2005, ISSN  1421-2811 , p. 258.
118. ↑ ^{a b} Go-Ahead and Abellio start operations in the Stuttgart network. Ministry of Transport Baden-Württemberg, June 7, 2019, accessed on August 17, 2019 . 
119. ↑ Message 146.2 with a double-decker car on the high-speed line . In: Eisenbahn-Revue International . Issue 5/2006, ISSN  1421-2811 , p. 215.
120. ↑ ^{a b c} DB Netz AG: Rail Network Conditions of Use ( Memento of September 30, 2007 in the Internet Archive ), p. 21.
121. ↑ German Bundestag : The Federal Government's response to the minor question from MPs Dr. Anton Hofreiter, Bettina Herlitzius, Winfried Hermann, other MPs and the Alliance 90 / THE GREENS parliamentary group. (PDF; 74 KiB) Printed matter 16/13787 of July 14, 2009.
122. ↑ ^{a b} 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 KiB) Printed matter 13/2130 from August 10, 1995.
123. ↑ Message ICE 1 and 2 with 280 km / h . In: Eisenbahn-Revue International , issue 1/2010, p. 2.
124. ↑ Exclusion of the simultaneous use of tunnels by passenger and freight trains . In: DB Systemtechnik (Ed.): Activity report 2007 , p. 21.
125. ↑ Ronald Hartkopf: Problems of mixed traffic on new lines . In: The Federal Railroad . No. November 11 , 1989, ISSN  0007-5876 , pp. 981-984 .
126. ↑ ^{a b c d e} Wolfgang Henn, Eberhard Jänsch: High-speed traffic in Germany - an interim balance . In: Wolfram O. Martinsen, Theo Rahn (Hrsg.): ICE - train of the future . Hestra-Verlag, Darmstadt 1997, pp. 90-99.
127. ↑ Message elastic ballast consolidation with plastic in the tunnel of the Schnell-Fahr-Linien (SFS) of the DB . In: Railway technical review . 42, No. 5, 1993, p. 361.
128. ^ Hans-Hermann Staschke-Hollweg: The Kraichtal overtaking station . In: Die Bundesbahn , issue 4/1989, pp. 359–364.
129. ↑ Annual review 1988 . In: Die Bundesbahn 1/1989, p. 64 f.
130. ^ ^{A b} Karl-Heinz Suwe: Driver's cab signaling with the LZB . In: Eisenbahntechnische Rundschau , Volume 38 (1989), Issue 7/8, pp. 445–451.
131. ↑ ^{a b c} Lothar Friedrich, Albert Bindinger: The components of the route for the ICE system in the test . In: Eisenbahntechnische Rundschau , 1992, issue 6, pp. 391–396.
132. ^ Ludwig Wehner: Control of the express rail traffic . In: DB Report 79 . Hestra-Verlag, Darmstadt 1979, pp. 87-92, ISSN  0072-1549 .
133. ↑ http://www.eisenbahn-tunnelportale.de/lb/inhalt/tunnelportale/4080-neuenberg.html Feed line on the spun concrete mast
134. ↑ Notification of construction site lighting for catenary work in the NBS tunnel . In: Railway technical review . 34, No. 7/8, 1985, p. 611.
135. ↑ Message The ICE as a test train . In: Deutsche Bahn . No. 4, 1993, p. 343.
136. ↑ Electrical operation at Deutsche Bahn in 2001 . In: Elektro Bahnen , issue 1–2 / 2001, p. 17.
137. ↑ Message "Tunnel radio system 91" fully operational . In: Deutsche Bahn . No. 6, 1993, p. 491 f.
138. ↑ Report tunnel radio continuously in operation . In: Railway technical review . 42, No. 7/8, 1993, p. 429.
139. ↑ New year: C-Netz switched off. Message from heise-online from January 1st, 2001.
140. ^ ^{A b} Dieter Metz: Experience in the field of tunnel safety on German high-speed routes . In: Personal safety when operating long railway tunnels . Documents for a specialist conference at the ETH Zurich , October 17, 1997, pp. 73–80.
141. ↑ Brochure Fire and Disaster Control in Railway Tunnels (PDF; 2.1 MiB), Deutsche Bahn AG, Emergency Management, from February 2002, p. 29 ff.
142. ↑ ^{a b} German Bundestag (ed.): Answer of the federal government to the small question of the deputies Hartfrid Wolff (Rems-Murr), Jens Ackermann, Christian Ahrendt, other deputies and the parliamentary group of the FDP - printed matter 16/11791 - (PDF; 130 KiB). Printed matter 16/12237 of March 12, 2009.
143. ↑ It should be possible to help more quickly in the event of train accidents  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . In: Ludwigsburger Kreiszeitung (online edition), December 28, 2011.