Saxony-Franconia Mainline

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Route (without branches to Leipzig and Marktredwitz)

Saxony - Franconia Magistrale is a newer name for the largely double-track railway line from Dresden to Nuremberg . The route is 390 kilometers long and is currently electrified from Dresden to Hof . The term Sachsen-Franken-Magistrale has beencoined in the transport policy discussionsince the 1990s, when direct trains ran from Dresden and Görlitz to Karlsruhe and Oberstdorf . The term has no tradition for the associated railway lines.

According to another definition, the Sachsen-Franken-Magistrale describes the railway lines from Hof ​​to Dresden and between Hof and Leipzig.

Several upper and medium-sized centers , including Bayreuth and Chemnitz , which form the Saxon-Bavarian city network, are politically promoting infrastructure expansion within this framework.

Route

The route runs from Dresden in a south-westerly direction through the Erzgebirgsvorland and to Zwickau parallel to the Erzgebirgskamm . Via Plauen and Hof it crosses the Vogtland , then the Fichtelgebirge , the Franconian Alb and the Franconian Switzerland .

Dresden – Hof

See main article:

On Bogendreieck Werdau the Dresden-Werdau railway and the Saxon-Franconian trunk line follows the Leipzig-Hof railway ends.

Hof – Nuremberg

An ICE TD on the "Inclined Plane"
Foot of the inclined plane with
Schlömener curve junction

See main article:

From the farm the kilometer stones on the route are descending until shortly before Neuenmarkt-Wirsberg . The start of the kilometers on this section is in Bamberg . In Oberkotzau , six kilometers south of Hof, the double-track main line branches off via Marktredwitz to Weiden , while the Saxon-Franconian Magistrale turns west and runs through the northern Fichtel Mountains .

On the second route via Marktredwitz in Upper Franconia , the main line crosses the entire Fichtelgebirge plateau. As far as Münchberg it crosses the federal highway 289 several times , after Münchberg also the federal highway 9 . If the steep Saxon ramp was the section from Tharandt to Klingenberg-Colmnitz , then in Bavaria only the " Inclined Plane " can prove to be on par. It begins in Marktschorgast and leads steeply downhill to Neuenmarkt-Wirsberg. The Sachsen-Franken-Magistrale does not touch the Neuenmarkt-Wirsberg station itself; it is bypassed via a connecting curve , the Schlömen curve .

The following section to Bayreuth is again downhill kilometers. The kilometer stone 0.0 of this line is in Weiden . The route crosses under the federal motorway 70 near Harsdorf and runs parallel to the A 9 to Bayreuth. Bayreuth behind the A 9 is crossed again, then the route passes through the Frankish Switzerland and follows up Pegnitz the national road 2 between Bayreuth and Pegnitz with the national road 85 is coupled. Through the valley of the Pegnitz , the route continues into the Veldenstein Forest , and after a few tunnel sections near Velden , the route meets the line from Amberg and Weiden in Hersbruck . From here the route turns west and leads via Lauf and Rückersdorf to Nuremberg Central Station .

history

Elstertal Bridge around 1900
Freiberg train station at the end of the 19th / beginning of the 20th century

Today's Sachsen-Franken-Magistrale was created from several sections. The first section was the section of the Saxon-Bavarian Railway opened on September 6, 1845 from the Werzeit Gleisdreieck to Zwickau . On May 31, 1846, the line followed from Werzeit Gleisdreieck to Reichenbach . While the opening was celebrated between Plauen and the Bavarian border on November 20, 1848, the completion of the intermediate section from Reichenbach to Plauen, due to the construction of the Göltzschtal bridge , dragged on until July 15, 1851. On the Bavarian side, the Ludwig-Süd-Nord-Bahn had already opened the Neuenmarkt - Hof line on November 1, 1848 , the continuation to the Saxon border took place at the time the Saxon-Bavarian Railway was completed from Plauen, i.e. on November 20 Revolutionary year 1848. The line from Neuenmarkt to Bayreuth was opened on November 28, 1853 by the Royal Bavarian State Railways . It was the first Bavarian railway line to be opened through a contract with the state ( leased railway ). The route from Bayreuth via Schnabelwaid and Hersbruck to Nuremberg was only opened continuously on July 15, 1877.

On the Saxon side, the Albertsbahn AG built the railway line from Dresden to Tharandt until 1855 . From Tharandt , after major technical (inclines, tunnel construction and valley bridges) and financial difficulties, the inauguration of the section to Freiberg was achieved on August 11, 1862 . In 1866, the Chemnitz - Flöha section was put into operation as part of the route to Annaberg. In 1869 the last Saxon section Flöha-Freiberg was finally completed. Even if the railway through the Pegnitz valley was not yet completed, there was now a direct east-west connection from Silesia to the south and south-west of Germany through a detour via Kulmbach and Lichtenfels .

In the decades that followed, the line was an important link in rail traffic between East and West. Even in the years when Europe was divided, the route partly retained its importance.

Expansion from 1990

After the political turnaround in eastern Germany, the task was to expand the route as quickly as possible for future traffic between southern Germany and Saxony. Shortly after 1990 there were considerable political efforts to prepare the line , now named Saxony-Franconia Magistrale, for higher speeds and thereby enable competitive rail connections on this line. The first expansion stage of the line was included in the Federal Transport Infrastructure Plan 1992 .

Around 50 of the 394 kilometers between Dresden or Leipzig and Hof were only passable at 70 km / h in the early 1990s. There was a 20 km / h speed limit on the Hetzdorf viaduct . In 1996, 194 of the 395 railway bridges were deemed to be in need of renovation. In 1997 the scheduled travel time between Hof and Dresden was around four hours.

With the Federal Rail Infrastructure Act passed on June 30, 1993 , the Karlsruhe – Stuttgart – Nuremberg – Leipzig / Dresden line was approved . On December 18, 1996, the symbolic groundbreaking ceremony for the expansion of the routes between Hof, Leipzig and Dresden was celebrated near Freiberg. In the mid-1990s, the plan was for the route to be expanded to a speed of 160 km / h by 1998, thus reducing the travel time in this section to two and a half hours. According to the planning status from the end of 1996, around 200 km of the 289 km on the routes between Leipzig or Dresden and Hof should be expanded so that tilting technology trains can travel at 130 to 160 km / h. 63 percent of the route length in this section is in arcs. The travel time for tilting technology trains between Dresden and Hof was to be shortened from three and a half hours (1996) to 1999, initially by 45 minutes, and in the final stage should be two and a quarter hours. 700 million D-Marks were to be invested by 1999, a total of 2.6 billion DM. From 1999, diesel-powered tilting technology intercity trains were to run. In 2006 the travel time between Hof and Dresden should be two hours.

In 1997 the federal government and Deutsche Bahn signed a financing agreement for the Saxon section of the project. Around 2.8 billion DM should be invested by 2006. The travel time between Dresden and Hof should be shortened to two and a quarter hours and that between Leipzig and Hof to one and three quarters of an hour. As part of an initial expansion phase, around 700 million DM were to be invested by the end of 1999 in order to reduce the travel time between Dresden and Hof to two and three quarters of an hour. For this purpose, a line speed of 120 km / h for conventional trains and of up to 160 km / h (in large sections) for tilting technology trains should be established.

On February 1, 1997, Deutsche Bahn commissioned the planning company Bahnbau Deutsche Einheit to expand the line. In the same month, the expansion of the section between Niederbobritzsch and Freiberg began, followed in June by the St. Egidien – Glauchau, Reichenbach – Netzschkau and Herlasgrün – Jocketa sections. In 1997 the expansion took place over a total length of 24 km. As the first completed section, the section between Niederbobritzsch and Freiberg was handed over to Deutsche Bahn on December 12, 1997. The planned total costs for the expansion of the route at that time were 2.8 billion D-Marks (around 1.4 billion euros ).

At the end of 1997 it was planned to complete the 285-kilometer expansion project between Hof and Leipzig or Dresden by 2006. Until then, 2.8 billion D-Marks should be invested.

In 1998 around 280 million DM were invested; 55 kilometers were completed at the end of 1998. By early 2002, the expansion to 158 of the 217 kilometers between Hof and Dresden had been completed; 516 million euros had been invested. The travel time had dropped from around four to around three hours. A driving time of two hours and 15 minutes was targeted for the final state. The planning in 2002 was the responsibility of the Dresden project center of DB Projekt Verkehrsbau . On May 29, 2002 the 11 km long expansion section between Chemnitz-Siegmar and Hohenstein-Ernstthal was officially put into operation after a construction period of 21 months; the costs amounted to around 50 million euros.

At the end of 2002, the completion of the entire project was planned for 2010. The travel time between Hof and Dresden should be reduced to two hours and eleven minutes. In this section, a total of 1.1 billion euros should be invested, for the entire project 1.8 billion.

The Vogtland tunnel was planned as an essential part of the 2nd expansion stage . In this context, a new line between Feilitzsch and Weischlitz and an upgraded line from Plauen to Weischlitz were to be built. This should reduce travel times by more than ten minutes. In 2004, the realization of this 2nd expansion stage was planned for the long term. In 2003 the Saxon state government campaigned for the tunnel to be included in the further requirements of the 2003 Federal Transport Infrastructure Plan. The construction costs of the tunnel were estimated at around 800 million DM in 2004. The project was not implemented.

In 2000, Saxony presented a study according to which a Saxony-Franconian mainline, including the Vogtland tunnel, between Berlin and Munich, which was developed for speeds of 160 to 200 km / h, increased passenger traffic by 22 minutes compared to the traffic project German Unity No. 8 Travel time of 4 hours and 9 minutes enables, but at the same time saves almost 5 billion D-Marks. In March 2001, the federal government and Deutsche Bahn rejected the Vogtland variant of the Berlin – Munich route. The initiative The Better Railway Concept was also committed to expanding the Saxony-Franconian Magistrale as one of five existing axes from Berlin to southern Germany .

Newly expanded section of the Saxony-Franconia mainline near Hohenstein-Ernstthal

In mid-May 2010, the expansion of the seven-kilometer section between Hohenstein-Ernstthal and St. Egidien began. The expansion for a design speed of 160 km / h should cost 35 million euros. The funds were provided from the economic stimulus package I and from Deutsche Bahn. In addition to the stations Chemnitz Hauptbahnhof , Chemnitz-Siegmar and Zwickau, this was the last section between Dresden and Hof to be expanded. The work was completed in mid-December 2011 and ultimately cost € 38 million.

The Federal Transport Infrastructure Plan 2030 includes the electrification of the Franconian-Saxony Magistrale from Nuremberg via Marktredwitz to Hof and from Marktredwitz via Schirnding to the Czech border.

Flood in 2002

In the narrow Plauen reason between Freital and Dresden , the embankment was washed away in several places (the railway line at the level of the former Dresdner Felsenkeller brewery )

During the August 2002 flood of the Weißeritz , large parts of the 22 km long section between Klingenberg-Colmnitz and Dresden were destroyed. The section near Tharandt was closed as a precaution on the night of August 13, 2002. The damage caused by the subsequent flood was put at around 40 million euros, 13 million euros of which in Tharandt station alone. The expansion work between Freital and Tharandt, originally scheduled for four years, had to be accelerated due to the flooding. On November 18, 2002, work began on the section between Dresden and Tharandt. The repair of damage should go hand in hand with the expansion of the route. On September 2, 2003, the regular train service between Klingenberg-Colmnitz and Tharandt was resumed and the rail replacement service was thus shortened to the section between Dresden Hauptbahnhof and Tharandt. In addition to the repair of the damage amounting to around 40 million euros, around 150 million euros were invested in the early expansion of the section to 160 km / h.

The ICE trains only ran between Nuremberg and Chemnitz at this time; to continue to Dresden you had to change to the bus. The reconstruction of the line was completed in December 2003.

Further electrification

The electrification of the section between Reichenbach and Nuremberg via Hof and Marktredwitz was classified as an urgent need in the 2003 Federal Transport Infrastructure Plan. In 2007, DB put the total costs for the expansion between these two cities, including electrification, at 460 million euros.

In March 2007 it became known that the federal government wanted to increase the investment funds for electrification between Reichenbach and Hof by 50 to a total of 126 million euros. Construction work on this section began in 2010. This measure is a prerequisite for trains on the Leipzig – Plauen route to be able to run through the Leipzig City Tunnel , which is not approved for diesel vehicles. In April 2007, Deutsche Bahn signed the preliminary draft plan for the expansion between Leipzig and Hof. In order to advance the project, Saxony's Minister of Transport Thomas Jurk has promised to cover the planning costs for an expansion (electrification) of the route.

As part of the labor market program Labor and Transport , according to the planning status from 2009 , the electrification between Reichenbach and Hof should be financed with the aid of funds from the ERDF federal program 2007 to 2013. The completion of the 110 million euro measure was expected in June 2010 for 2014. At the end of 2012, the Reichenbach – Plauen section went into electrical operation, followed by the section to Hof at the end of 2013. Finally, there is still remaining work to be done. The states of Bavaria and Saxony had taken over the financing of the preliminary design planning for the electrification in order to enable the 74 km long section to go into operation by the end of 2012. By the end of 2013, EU funds had to be spent and settled in this section, otherwise they would have expired.

The symbolic commissioning of the electrified section took place on December 5, 2013, the commercial followed the timetable change on December 15, 2013. The costs of the 74 km long electrification measures were put at a total of 160 million euros at the end of 2013 (including planning costs). A total of around 175 km of track were spanned with overhead lines and around 3,000 overhead line masts were installed. 31 bridges were rebuilt or rebuilt.

It is unclear when the remaining section between Hof and Nuremberg (165 km) will be electrified. In particular, the section in the upper Pegnitz Valley is considered to be demanding and expensive in view of its numerous engineering structures. In the Federal Transport Infrastructure Plan 2030 , the electrification of the reverse as is Franken-Sachsen-highway route from Nuremberg via Marktredwitz to court designated and on to the Czech border as urgent requirement with a but relatively low cost-benefit ratio classified 1.3. The total costs are estimated at 1.195 billion euros, with 353 million euros as maintenance costs and 842 million euros for the expansion.

On March 18, 2015, Deutsche Bahn announced that it would set up an IC line (Berlin–) Dresden – Hof – Regensburg – Munich with the timetable change in December 2022. The prerequisite for this, however, is the electrification of the Hof – Regensburg section.

business

Interregional traffic

On the timetable Route 83 wrong in the 1990s Interregio the main relation trains Görlitz -Dresden- Karlsruhe / Nuremberg - Munich - Oberstdorf , supplemented by InterRegios of Leipzig . The only continuous connection Görlitz - Karlsruhe was initially only the pair of trains IR 2668/2669, while the Dresden – Oberstdorf route was served by two pairs of trains a day.

Extract from the 1994/1995 timetable:

From To distance Daily connections Direct connections Travel time of the fastest train
Dresden Karlsruhe 682 km 6th 2 8 hours 56 minutes
Dresden Oberstdorf 716 km 3 2 9 hours 55 minutes

The connections to and from Leipzig were gradually thinned out by the end of the 1990s, as long-distance traffic should preferably run via the Saalbahn .

Intermezzo of the ICE-TD

On May 28, 2000, the continuous interregional connections from Dresden to Karlsruhe and Oberstdorf were discontinued. D-trains still ran from Dresden to Nuremberg until November 4th of the same year .

The scheduled use of the ICE TD began on April 23, 2001 , initially in the timetables of two pairs of interregional trains. On June 10, 2001, the Interregio trains were replaced by ICE trains. Six of the eight pairs of trains ran via Bayreuth, two pairs of trains on the edge of the day took the approximately 15-minute detour via Marktredwitz. From May 2001, when 73 percent of the 222 km long section between Hof and Dresden had been expanded for tilting technology, the newly deployed ICE-TD trains achieved a scheduled travel time between the two cities of 177 minutes. The travel time without tilting technology would have been 190 minutes. With the use of the ICE-TD, the scheduled travel time between Nuremberg and Dresden was reduced by up to 80 minutes. After completion of all expansion measures, the travel time between Dresden and Hof should be reduced to 130 minutes. In the final state (2005) a travel time between Nuremberg and Dresden of less than four hours was planned. The trains only ran from June 10, 2001 to August 2002 every two hours between Dresden and Nuremberg and until July 2003 between Chemnitz and Nuremberg.

The decline of long-distance transport

After an axle on car 605 203 broke on December 2, 2002 at Gutenfürst , the ICE-TD multiple units were only allowed to drive with the tilting technology switched off. A timetable-compliant journey time was no longer possible. An investigation by the Federal Railway Authority in July 2003 finally led to the trains being shut down for a short time. For the time being, diesel locomotive hauled trains as well as multiple units of the 612 series from Bombardier were running on the Saxony-Franconia Magistrale.

In October 2003, according to the manufacturer, the ICE TD multiple units were ready for operation again for "arc-fast" operation - that is, with the use of tilting technology . Nevertheless, due to the image and acceptance problems at the time with declining passenger numbers, Deutsche Bahn AG decided not to use these vehicles again. Instead , an intercity line was set up with class 612 local trains , which are also equipped with tilting technology .

Due to the further development progress along the main line, the scheduled travel time of the trains has been reduced by around ten minutes to around four hours and 25 minutes compared to the ICE trains previously used. However, according to media reports, punctuality and comfort could not match the ICE operation of 2002. The trains, which were intended for the routes between Dresden and Nuremberg, were repainted in the long-distance colors of white and red. This procedure provoked protests in the federal states because they had co-financed these vehicles originally intended for local transport .

At the beginning of 2004, according to a media report, the company was marked by numerous technical disruptions. Although the punctuality of the trains improved from mid-March 2004, the number of passengers had decreased significantly.

On 10 August 2004, during a routine examination in the railway workshop yard on a vehicle of the 612 series , a hairline crack discovered in the axle. As a result, the DB withdrew 167 units from service with immediate effect, including the 17 vehicles of this series used on the Sachsen-Franken-Magistrale.

Thereupon the trains were formed with locomotives of the series 101, 120, 143 and 145 or double traction of locomotives of the series 218 and 232. A change between electric and diesel locomotives took place in Reichenbach (Vogtland) station . A few passenger coaches from Basel , Frankfurt am Main and Munich were procured for the already low passenger volume. Since the locomotive-hauled trains ran without tilting technology, they required significantly more travel time. These extended travel times were taken into account when the timetable was changed in December 2004.

With the timetable change on December 12, 2004, the two-hour IC trains were reduced to three to four daily train pairs. In addition to these trains via Marktredwitz, a fourth pair of trains ran every day, except Saturdays, between Nuremberg and Chemnitz via Bayreuth. The scheduled travel time of the long-distance train between Nuremberg and Dresden (via Marktredwitz) was five hours and 16 minutes. In regional traffic, the travel time, including two necessary changes, was ten minutes shorter; the travel price was around 20 percent below that of long-distance transport. At the beginning of 2006 the trains, which had around 300 seats, were occupied by an average of 68 passengers.

Franken-Sachsen-Express

Franken-Sachsen-Express to Dresden near Velden

2006

With the timetable change in December 2006, the DB discontinued the intercity connection. The four daily train pairs have been replaced by eight daily train pairs of the new IRE "Franken-Sachsen-Express", which can be used at local transport rates. Thanks to the fast-moving trains, the travel time between Nuremberg and Dresden has been shortened by 40 minutes to four hours and 20 minutes. The operation of the IRE by DB Regio was ordered by DB Fernverkehr . The tilting technology multiple units of the 612 series, which had been in use since 2003, were still used .

2007-2008

With a combination of the IRE ordered by DB Fernverkehr and a connection of the RE trains from Nuremberg to Dresden at the timetable change in December 2007, it was possible to introduce an hourly service in which the trains alternated between Marktredwitz (RE) and Bayreuth (IRE).

In the first year of operation, 1.4 million travelers used the new train service. According to the railway, the punctuality was 93 percent. According to information from Deutsche Bahn, the number of travelers on the Franken-Sachsen-Express in the first half of 2008 increased by around 20 percent on working days (Monday to Friday) compared to the previous year, and by 17 percent on weekends.

2010-2011

In the 2010/11 timetable, the fastest trains in the west-east direction covered the route in 4:13 hours, in the east-west direction in 4:18 hours.

In 2012, Deutsche Bahn announced that it would discontinue the self-operated IRE in December 2013. As a reason, the company gave annual losses in the double-digit million euro range. Railway boss Rüdiger Grube put the losses at 10.5 million euros per year.

2012-2013

In June 2012, DB Regio agreed to maintain the offer on its own until the end of 2014. In January 2013 it was announced that DB Regio would continue to operate the IRE until December 2023, but only on condition that Saxony and Bavaria participate financially. The financial contribution from Saxony and Bavaria has been promised until December 2016. Since the timetable change on December 15, 2013, all trains have been running as Regional Express. Since then, when traveling via Bayreuth, you have to change trains in Hof, with electric locomotives with double-decker cars being used between Dresden and Hof. Continuous trains continued to run from Dresden to Nuremberg via Marktredwitz.

In order to compensate for the loss of travel time due to the abandonment of the tilting technology, the stops in Oederan and Niederwiesa were omitted.

According to information from Deutsche Bahn, the number of passengers has increased due to the changeover.

2014-2016

Since the timetable change on December 14, 2014, all Regional Express services in Hof have been suspended. The Franconia-Saxony-Express, which last ran independently every two hours, was replaced by a local transport service ordered and financed by the Free States of Bavaria and Saxony. The trains each end in Hof, where you can change on the same platform, the timetables have been coordinated accordingly. By dispensing with vehicles with tilting technology, travel times between Dresden and Hof were increased, where three double-decker cars , pulled by class 143 electric locomotives , were used every hour . The scheduled travel time from Nuremberg to Dresden was 4:25 hours.

Todays situation

Since June 12, 2016, instead of the class 143 locomotives, class 1440 double-decker multiple units have been running between Dresden, Chemnitz, Zwickau and Hof under the brand name " Mitteldeutsche Regiobahn ", operated by the Bayerische Oberlandbahn . Nothing has changed in terms of travel times. In view of the use of multiple units, continuous traffic cannot be expected before the line is fully electrified.

Individual evidence

  1. ^ A b c Siegfried Knüpfer : Saxony –– Franconian Magistrale fit for tilting technology . In: Eisenbahntechnische Rundschau , Heft 1/2, 1999, pp. 48–54.
  2. Network - City Networks (PDF; 0.3 MB) City of Chemnitz, March 2005
  3. a b Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Economical building. Drive faster. Brochure, Berlin, November 30, 1997, p. 22.
  4. a b Message Expansion on the Saxony Mainline is progressing . In: Eisenbahn-Revue International , issue 7/2002, ISSN  1421-2811 , p. 306.
  5. ^ A b Deutsche Bahn, network division (publisher): ABS Karlsruhe - Stuttgart -Nürnberg - Leipzig / Dresden (NBL): construction section Niederbobritzsch - Freiberg: December 18, 1996. 1st late line. Start of construction bridge km 35.135 . Four-page brochure, Dresden, 1996.
  6. a b Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): Info-Brief , ZDB -ID 2668166-3 , issue 1/1997, January 1997, p. 1 f.
  7. message ... from 1,998 in 2 1/2 hours from Hof to Dresden ... . In: Eisenbahn-Kurier , No. 278, November 1998, ISSN  0170-5288 , p. 21.
  8. ^ Announcement of the expansion of the Sachsenmagistrale . In: Eisenbahn-Kurier , No. 300, September 1998, ISSN  0170-5288 , p. 9.
  9. ^ Announcement of the Sachsenmagistrale: First section inaugurated . In: Eisenbahn-Kurier , No. 305, February 1998, ISSN  0170-5288 , p. 6 f.
  10. ^ Announcement expansion of the railways to Dresden . In: Eisenbahn-Revue International , Issue 12, 1998, ISSN  1421-2811 , p. 507
  11. Announcement Billion Building Leipzig - Dresden . In: Eisenbahn-Revue International , issue 4/2002, ISSN  1421-2811 , p. 163.
  12. a b c Report reconstruction of the Sachsenmagistrale . In: Eisenbahn-Revue International , issue 1/2003, ISSN  1421-2811 , p. 4.
  13. German Bundestag (ed.): Recommended resolution and report by the Committee on Transport, Building and Housing (14th Committee) on the Federal Government's draft law - Printed matter 15/1656, 15/1804 - Draft of a first law to amend the Federal Railways Expansion Act . Printed matter 15/3382 of June 17, 2004 PDF file (207 kB), p. 8.
  14. Saxony wants the express train across the Ore Mountains to Prague . In: Sächsische Zeitung , May 16, 2003, p. 8.
  15. ^ Sven Siebert: Schommer offers the federal government pre-financing for the Leipzig-Chemnitz motorway . In: Osterländer Volkszeitung , March 10, 2001, p. 4.
  16. Sven Siebert: Railway chief skeptical about the ICE route through Saxony to the south despite a new feasibility study . In: Dresdner Latest News , December 11, 2000, p. 4.
  17. Financing on the test bench again . In: Leipziger Volkszeitung (city edition), March 12, 2001, p. 1.
  18. 35 million euros flow into the railway line . In: Freie Presse , May 13, 2010.
  19. Deutsche Bahn AG (ed.): DB puts renewed route sections in West Saxony into operation . Press release from December 12, 2011.
  20. The train is coming back: Deutsche Bahn and the reconstruction after the floods in 2002 . Berlin, approx. 2002, p. 11.
  21. Report of the interim flood balance . In: Eisenbahn-Revue International , issue 4/2003, ISSN 1421-2811 , p. 148. 
  22. ^ Announcement one year after the flood . In: Eisenbahn-Revue International , issue 10/2003, ISSN  1421-2811 , p. 428.
  23. Electrically and again with the ICE from Nuremberg to Dresden? (No longer available online.) In: The mobility manager. June 12, 2007, archived from the original on May 4, 2013 ; Retrieved April 6, 2013 .
  24. 50 million euros for the Sachsen-Franken-Magistrale. In: Freie Presse , March 22, 2007.
  25. ↑ The federal government is behind the electrification of the Saxony-Franconian Magistrale. In: Free Press
  26. Preliminary draft for Saxony-Franconia Magistrale ( memento from June 23, 2016 in the Internet Archive ) message on eurailpress.com from April 30, 2007.
  27. German Bundestag: Implementation of projects for the new construction, expansion and maintenance of federal railways in Bavaria (PDF; 134 kB). Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Bettina Herlitzius, Winfried Hermann, other MPs and the Alliance 90 / THE GREENS parliamentary group. Printed matter 16/11730 of January 27, 2009.
  28. German Bundestag (ed.): Answer of the Federal Government to the minor question from the MPs Stephan Kühn, Bettina Herlitzius, Winfried Hermann, other MPs and the Alliance 90 / THE GREENS parliamentary group - printed matter 17/1842 - (PDF; 72 kB), printed matter 17/2094 of June 14, 2010.
  29. ^ Deutsche Bahn AG (Ed.): Starting signal for electrification of the Reichenbach – Hof line: construction work will begin on July 10, 2010 . Press release from July 1, 2010.
  30. ^ Jan-Dirk Franke: The train journey to Nuremberg will take significantly longer again in the future . In: Free Press . December 5, 2013, p. 2 ( online ).
  31. Deutsche Bahn AG (publisher): Electrified section Reichenbach ‒ Hof completed on time for the 2013/2014 timetable change . Press release from December 5, 2013.
  32. Breakthrough: The electric locomotives are coming . In: Frankenpost online from March 23, 2007.
  33. More rail for metropolises and regions. (PDF) The largest customer offensive in the history of DB long-distance transport. (No longer available online.) Deutsche Bahn AG, March 18, 2015, archived from the original on April 4, 2015 ; Retrieved April 25, 2015 .
  34. News update shortly . In: Eisenbahn-Revue International , issue 6/2001, ISSN  1421-2811 , p. 244.
  35. a b Reinhard Immisch, Karl-Heinz Linke, Hubert Kügler: Pro and Contra tilting technology . In: The Railway Engineer . November 2007, ISSN  0013-2810 , pp. 10-17.
  36. a b Timetable Perspectives . In: Eisenbahn-Revue International , issue 4/2001, ISSN  1421-2811 , p. 186 f.
  37. ↑ Access offer on the Franconia-Saxony-Magistrale (PDF; 24 kB) Statement by Klaus-Dieter Josel, DB AG, November 18, 2003.
  38. The use of tilting trains of the 612 series instead of the ICE-TD . In: Eisenbahn-Revue International , issue 2/2004, ISSN  1421-2811 , p. 66 f.
  39. Message Still delays on the Saxony Magistrale . In: Eisenbahn-Revue International , issue 3/2004, ISSN  1421-2811 , p. 98 f.
  40. ^ Message 612 deployment on the IC route Nuremberg - Dresden . In: Eisenbahn-Revue International , issue 7/2004, ISSN  1421-2811 , p. 291.
  41. a b c Report fourth VT 612 on the Saxony - Franconian Magistrale . In: Eisenbahn-Revue International . Issue 5/2006, ISSN  1421-2811 , p. 210.
  42. ^ Nuremberg - Dresden: the next act . In: Eisenbahn-Revue International , issue 12/2004, ISSN  1421-2811 , p. 596.
  43. ^ Announcement The IC line 65 Dresden - Nuremberg is threatened . In: Eisenbahn-Revue International , issue 5/2005, ISSN  1421-2811 , p. 206 f.
  44. Timetable FSX 2008/09 (PDF; 90 kB)
  45. ^ Deutsche Bahn AG: Franken-Sachsen-Express on the road to success . Press release from January 2, 2008.
  46. ^ Deutsche Bahn AG: Franken-Sachsen-Express attracts passengers: growth of around 20 percent . Press release from June 18, 2008.
  47. Millions in losses: mine threatens to withdraw . In: Sächsische Zeitung , April 20, 2012 online .
  48. a b Arno Stoffels: Fight against the end of a main road . In: Nürnberger Nachrichten . August 22, 2014, p. 15 ( online ).
  49. Continuation of the Franken-Sachsen-Express secured until the end of 2014 ( Memento from July 4, 2013 in the web archive archive.today ). Press release No. 299/12 of the Bavarian Ministry of Economic Affairs (StMWIVT), June 8, 2012
  50. ^ Franken-Sachsen-Express secured until 2016 ( memento from February 7, 2013 in the Internet Archive ). dmm.travel , February 4, 2013.
  51. ^ A b Jan-Dirk Franke: After Nuremberg only with a change . In: Free Press (Chemnitzer Zeitung) . December 12, 2014, ZDB -ID 1085204-9 , p. 6 ( online ).
  52. ^ Off for RE trains Nuremberg – Dresden, always changing in Hof through electrification . In: Eisenbahn Magazin 10/2014, p. 20.