Project HGV

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The HGV project (long form: high-speed traffic in the 1990s and commissioning of new and upgraded lines ) is a project initiated by the Deutsche Bundesbahn in 1984 to accelerate the start-up of high-speed traffic in Germany.

background

In early 1984, the first two were new lines of high-speed traffic in Germany ( Hanover-Würzburg and Mannheim-Stuttgart ) as well as in construction of the ICE Vorläuferzug InterCityExperimental .

The originally planned operating concept for the two new lines, dating from 1975, provided for the existing IC trains to run on the lines at a maximum speed of 200 km / h. Passenger and freight trains should run in irregular mixed traffic. The 2nd class IC compartment cars from the 1950s and 1960s were to be replaced by new vehicles.

In addition to TEE and IC trains weighing around 600 t , which were supposed to run at 200 km / h, there were D trains (700 t) at 160 km / h and TEE-M and express freight trains (1,500 t) at 100 km / h planned (status: mid-1982). In the second operating stage, a maximum speed of 250 km / h for TEE and IC trains, 200 km / h for D trains and 120 km / h for freight trains was planned. (Status: 1982)

On the infrastructure side, it was planned for the first operating stage for transfer points that could be driven over at 100 km / h (design 60–1200–1: 18.5). For the second expansion stage, turnouts with a speed of 130 km / h (type 60–2500–1: 26.5) should be used. The turnouts at the branch points should initially be driven at 130 km / h, whereby a later optional expansion for 160 km / h was taken into account.

decision

In France, on the high-speed line from the end of 1981 drove LGV Sud-Est circulating TGV a huge commercial success and boosted the image of the French national railway world.

Against this background, from the beginning of 1984 the possibility of putting the two new German lines into operation at their design speed of 250 km / h in place of the original plans was examined . For this purpose, a new operating program for passenger and freight trains had to be developed as well as vehicle material for this speed range had to be procured. At the same time, there was a lack of experience with the technology and operation of such a high-speed system.

The HGV project was decided on May 28, 1984 by the board of the Deutsche Bundesbahn. Three reasons were decisive for this decision: On the one hand, the Federal Ministry of Research and Technology , which was co-financing the InterCityExperimental and subject to increasing financial constraints, demanded a clear statement from DB as to how it was doing with high-speed traffic. Second, traffic science came to the conclusion that high-speed traffic could be operated economically. The third reason given is the great success of the TGV system launched in 1981. Scientific studies that have shown the benefits of high-speed traffic are another trigger.

The project objective was: “The completion of the first part of the NBS and ABS offers the opportunity for a comprehensive, customer-oriented redesign of the DB intercity system. New or improved infrastructure (NBS / ABS), modern operations control technology and modern passenger control systems should be combined to form an overall system and, through coordinated properties, enable a market-effective quality leap in long-distance passenger rail transport. "

The project was interdisciplinary and organized in a matrix . The HGV project office , headed by Peter Münchschwander , was directly under the management of DB. Twelve project areas were subdivided into it (organizational status: March 1989).

The necessary changes to the route planning were minor, v. a. because the Re 250 overhead contact line had already been tested and was intended for installation.

realization

The new lines were put into operation over their full length on June 2, 1991 with the first generation of the ICE ( ICE 1 ) and a maximum speed of up to 250 km / h.

Individual evidence

  1. ↑ a b c d e f g 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.
  2. ^ Peter Koch: New and upgraded lines of the DB . In: Deine Bahn , issue 7/1982, pp. 385–388.
  3. ^ Wolfgang Ernst: Signaling framework planning for the new and upgraded routes . In: signal + wire . Bd./Jg. 74 (1982), No. 4, ISSN  0037-4997 , pp. 70-76.
  4. ↑ Deutsche Bundesbahn / Deutsche Reichsbahn (Ed.): Fitted into the landscape . In: Die Bahn informs , ZDB -ID 2003143-9 , "Reprint June '93", p. 13.
  5. ↑ Eberhard Jänsch: The high-speed traffic of the German Federal Railroad - basis, technology, goals . In: Elektro Bahnen , Volume 88 (1990), Issue 7, pages 275-280.