New Erfurt – Leipzig / Halle line

Erfurt Hbf – Leipzig Hbf Abzw Planena – Halle-Ammendorf
Route number (DB) :	5919 (Eltersdorf – Leipzig Hbf) 6394 (Planena – Halle-Ammendorf)
Course book section (DB) :	Fv1 (Berlin – Leipzig / Halle – Nuremberg – Munich) Fv2 (Berlin / Dresden – Leipzig – Frankfurt / Main)
Route length:	Erfurt Hbf – Leipzig Hbf:  120.818 km Planena – Halle-Ammendorf:  3.614 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV, 16.7 Hz  ~
Maximum slope :	12.5  ‰
Minimum radius :	Rule: 6300 m Minimum radius: 4827 m
Top speed:	5919: 300 km / h 6394: 160 km / h
Train control :	PZB (Erfurt Pbf – E. Linderbach, Gröbers – Leipzig Hbf) ETCS Level 2  (Erfurt Pbf – Leipzig Messe)
Dual track :	continuous
Legend New line from Nuremberg by Bebra 191.078 Erfurt central station (Erfurt Pbf) ⊙ to Wolkramshausen and to Sangerhausen 195.213 Erfurt Linderbach to Halle (Saale) Hbf 197.510 Anst Vieselbach substation 215.353 Scherkondetal Bridge (572 m) ⊙ 217.299 Großbrembach ( Exercise ) ⊙ 218.600 B 85 222.700 Straussfurt - large herring 222.893 Gänsebachtal Bridge (1001 m) ⊙ 226.999 State border Thuringia / Saxony-Anhalt 228,991 Finne Tunnel (6965 m) ⊙ 236,476 Saubachtal (Exercise) ⊙ 237.000 Laucha – Kölleda 237,033 Saubachtal Bridge (248 m) ⊙ Bundesstrasse 176 237,302 Bibra tunnel (6466 m) ⊙ 246,078 Unstruttal Bridge (2668 m) ⊙ Naumburg (Saale) central station – Reinsdorf 248,928 Osterberg tunnel (2082 m) ⊙ 252.708 Jewish Village (Practice) ⊙ 258.018 Stöbnitztal Bridge (297 m) ⊙ 259.100 Merseburg – Querfurt 268.500 Merseburg – Schafstädt 269,322 Dörstewitz (practice) ⊙ 269.800 A 38 272.200 Merseburg – Halle-Nietleben 272,337 West Saale-Elster valley bridge abutment (6465 m) ⊙ Saale 274,384 0.000 Abzw Planena junction bridge (2112 m) ⊙ B 91 Tram Bad Dürrenberg – Halle-Ammendorf White magpie 2.400 Abutment north Saale-Elster valley bridge ⊙ by Bebra 3,614 Halle-Ammendorf ⊙ to Halle (Saale) Hbf 278,802 East Saale-Elster valley bridge abutment ⊙ 284.400 B 6 284,522 Grosser West to Leipzig Messe Süd 259.100 Leipzig – Magdeburg Hbf and Gröbers – Halle Hbf (S-Bahn) from Magdeburg Hbf 285,401 Grosser ⊙ from Leipzig Messe Süd to Magdeburg Hbf 287,024 Grosser East 290.450 State border Saxony-Anhalt / Saxony 291.400 A 9 293.174 Leipzig / Halle Airport ⊙ from Bitterfeld 305.662 Leipzig Fair Hp ⊙ 306.400 Bundesstrasse 2 307.116 Leipzig-Mockau Leipziger Güterring , to and from Eilenburg B 2 , B 6 (Berlin Bridge) Parthe from Großkorbetha from Dresden-Neustadt , from Geithain 311.896 Leipzig Central Station ⊙

The new Erfurt – Leipzig / Halle line is a high-speed railway line between Erfurt and Leipzig or Halle (Saale) .

As the German Rail Unity Transport Project No. 8.2 (VDE 8.2), it is part of the overall VDE 8 project . It is also part of the high-speed connection Berlin - Munich as well as axis No. 1 (Berlin - Verona - Palermo ) of the trans-European networks and the east-west axis between Dresden and Frankfurt am Main . To the north are the already developed Berlin – Halle and Leipzig (VDE 8.3) rail lines , and to the south the high-speed line Nuremberg – Erfurt (VDE 8.1), which went into operation in December 2017. After they went into operation, the travel time from Munich to Berlin for the fastest connections has been reduced to just under four hours.

The design speed is largely 300 km / h, on the branch to Halle 160 km / h. 15.4 kilometers of the 123-kilometer high-speed route lie in three tunnels, the six viaducts of the route together make up a further 14.4 kilometers. With a length of around 6465 meters, the Saale-Elster valley bridge is the longest bridge structure in Germany and the Unstruttal bridge with 2668 meters is the second longest railway bridge in Germany.

Scheduled operations on the route began on December 13, 2015. This reduced the ICE travel times for the 121 kilometers between Erfurt and Leipzig from 70 to 43 minutes and for the 92 kilometers between Erfurt and Halle from 75 to 34 minutes.

The cost of the project was estimated at 2.967 billion euros in mid-2014.

route

course

The line leaves Erfurt main station in an easterly direction parallel to the existing Bebra – Halle line . It passes the southern edge of the Erfurt marshalling yard and near Azmannsdorf the Vieselbach freight center south of the existing line . To the west of Vieselbach, the new line moves away from the existing line that runs parallel to the south up to this point and runs in a north-easterly direction. When crossing the Thuringian Basin, it touches the towns of Großmölsen , Neumark , Krautheim and Buttstädt . Apart from the Scherkondetalbrücke (576.5 meters) and the Gänsebachtalbrücke (1001 meters), the route in this section does not require any major engineering structures . The Großbrembach overtaking station is located between the two valley bridges.

At Herrengosserstedt the ridge of the Finns is reached and passed through the Finne tunnel (6965 meters) between Rastenberg and Bad Bibra . After a short section with the Saubachtal overtaking station, the Saubachtal bridge (248 m) follows . Immediately afterwards, following Bibratunnel (6466 meters) where the distance, the high level of Hermundurischen floe passes under and east of Dissautals occurs back to the surface. To the northwest of Wetzendorf , the route crosses the Unstrut valley on the 2668 meter long Unstruttal bridge . This is followed by the Osterberg tunnel (2082 m), which ends at Kalzendorf , and the Jüdendorf overtaking station. This is followed by the plateau of the Querfurter Platte , on which the route to the Stöbnitztalbrücke (297 meters) does not require any other large engineering structures. At Bad Lauchstädt it crosses under the federal motorway 38 and reaches the Dörstewitz overtaking station.

Branching of the routes to Halle (below) and Leipzig (above) on the Saale-Elster valley bridge

Location of the new line (red) in the existing network

On the in Schkopau beginning Saale-Elster Viaduct are flood plains of the Saale and White Elster crosses over a length of 6465 meters. The construction of the longest bridge in Germany through several nature reserves , an FFH area , a bird sanctuary and a drinking water protection zone of level III was considered to be particularly complex due to numerous requirements . Another special feature of the structure is the level-free extension of the connection from Halle (Saale) via a 2112 meter long bridge branch that crosses under the main bridge in the area of ​​the extension (direction track Halle). The branch joins the existing Halle-Bebra railway line at Halle-Ammendorf . The main station in Halle is connected to the new line via the 8.9 kilometer long connection .

The route in the direction of Leipzig adapts to the terrain without major engineering structures. At Gröbers , it crosses the tracks of the S-Bahn Halle – Leipzig and the Magdeburg – Leipzig railway line , at the Gröbers junction, there are connections between these lines. Before reaching the Leipzig / Halle Airport train station , which has two outer platforms , the Federal Motorway 9 is crossed on a bridge near the Schkeuditzer Kreuz . The route followed for almost 13 km (kilometer 290-303) bundled the north extending motorway 14 , before the line before reaching the station Leipzig fair abschwenkt of the highway A14. After a further six kilometers of upgraded line , the line ends in Leipzig Hbf . This last section belonged to the Trebnitz – Leipzig line (6411) before the high-speed line was integrated .

Design parameters

Crossing under the disused Merseburg – Schafstädt railway line west of the Dörstewitz overtaking station

The design speed between Erfurt and Gröbers near Halle is 300 km / h. The route between Gröbers and Leipzig Messe can be traveled at 250 km / h, and between Leipzig Messe and Leipzig Hbf with a maximum of 160 km / h. For this purpose, the route was planned with a minimum arc radius of 4827 meters with a standard minimum value of 6300 meters. The gradient of the new line has longitudinal inclines of a maximum of 12.5 ‰.

As of 1995, a subgrade width between 13.3 and 13.7 meters and a track center distance of 4.70 meters were planned, depending on the curvature of the track . The latter was later reduced to 4.50 meters. Changes in inclination were rounded off with at least 22,500 meters, usually 25,000 meters.

Großbrembach overtaking station with slab track and gravel tracks (construction status in October 2013)

According to the planning status of 1995, overtaking stations were planned at a distance of about twenty kilometers and transfer points at a distance of about seven kilometers. While the four planned overtaking stations were implemented, the planned transfer points could be dispensed with. A slab track is used for the continuous main tracks . The transfer connections in the overtaking stations Großbrembach, Jüdendorf and Dörstewitz are designed for 130 km / h, the speed at which the overtaking tracks turn is 100 km / h. Because of the crowded conditions between Finne- and Bibratunnel the Überleitgeschwindigkeit the station Saubachtal is 100 km / h.

The distances between the overtaking stations were determined in an industrial study and, according to the railway information, were measured in accordance with the planned operating program.

Engineering structures

The height of the dams is limited to 15 meters, the depth of the cuts to 20 meters (according to DB guideline 836). Where these values ​​cannot be met, bridges and tunnels have been provided. A total of 35 railway and 39 road flyovers were built in the course of the project. A special feature is the design of four large bridges as semi-integral bridges . The pillar and superstructure are monolithically connected, but in contrast to the integral bridge, there are joints in the superstructure.

The three tunnels measure a total of 15.4 kilometers. Due to the geological conditions, the planned mixed traffic and due to safety aspects, they were carried out with two single-track tubes each with a track center distance of about 25 m. In between, connecting tunnels were created as escape routes with a maximum distance of 500 m. Where necessary, structural measures against the tunnel bang were also taken in the portal areas .

The six viaducts have a total length of 14.4 kilometers. Originally, they should be 11.3 kilometers long. In 1994 five large bridges with a total length of around ten kilometers were planned.

technology

A special feature for a German high-speed line is the tongue-free connection of the Erfurt-Vieselbach substation in a track that can be driven at 200 km / h.

As part of the trans-European high-speed network, the line is subject to the TSI .

It is completely remote-controlled from the Leipzig operations center via electronic interlockings . For this purpose, a sub-center (ESTW-UZ) Erfurt 2 NBS as well as four branch offices (ESTW-A) were newly built in the overtaking stations for the route outside the Erfurt / Halle / Leipzig intersection . The route between Erfurt main station and Leipzig Messe is equipped with the European Train Control System (ETCS). For the first time in Germany, ETCS Level 2 will be used without stationary signals (L2oS) and without a technical fallback level. For this purpose, 1352 fixed data balises with a special fastening to protect against impacts were installed. The four ETCS route centers ( Radio Block Center )

• Erfurt node : Erfurt Pbf / Hbf ^(incl.) - Erfurt-Linderbach ^(incl.)
• Erfurt NBS : Erfurt-Linderbach ^(excl.) - Gröbers ^(excl.)
• Halle Central Station West : Halle-Ammendorf ^(incl.) - Halle (Saale) Hbf ^(excl.)
• Neuwiederitzsch : Gröbers ^(incl.) - Leipzig-Messe ^(excl.)

are designed as two-out-of-three computer systems.

For disturbed GSM-R base stations , a process was developed with which these service areas can be driven through with a driving permit extending beyond this area. In the event of an ETCS failure, the trains should continue to travel in the ETCS Staff Responsible mode at 40 km / h to the next ETCS stop board . An integrated user interface was developed for operating the electronic interlockings and the ETCS line control centers.

The route initially went into operation with SRS 2.3.0d (with additional changes) and will later - initially planned for the end of 2017 - be upgraded to Baseline 3 with full functionality. For this reason, only vehicles approved for a specific route (such as ICE 1 , ICE 3 , ICE 4 and ICE T ) and some rail service vehicles are allowed to run on this route. The upgrade has been postponed; instead, further developments based on Baseline 2 are planned. A full ETCS equipment of the Erfurt, Halle and Leipzig nodes was checked, and ultimately the Erfurt node was partially equipped with ETCS.

15 GSM-R base stations were rebuilt along the route at intervals of six to eight kilometers and existing base stations were adapted. Radio field amplifiers were also installed. The availability of the GSM-R system is higher than expected after two years of operation.

Test track slab track for rescue workers

The new line is designed as a slab track, with the passing tracks and the connections in the existing network being built using conventional ballasted superstructures. A total of 34,000 slabs were laid for the slab track. In the tunnels and on the Saale-Elster valley bridge, this is designed to be accessible for rescue vehicles. For this purpose, various designs were tested on a specially constructed test track.

For the rail energy supply, three new substations were built near Bachstedt ( 51 ° 03 ′ 18.0 ″  N , 011 ° 11 ′ 32.0 ″  E ), in the area of ​​the Saubach valley ( 51 ° 12 ′ 20.0 ″  N , 011 ° 32 ′ 33.0 ″  E ) and at Dörstewitz ( 51 ° 23 ′ 35.0 ″  N , 011 ° 54 ′ 16.0 ″  E ). Furthermore, traction power lines with a length of 93 kilometers (according to another source 85 km) were built. Originally four substations and 85 kilometers of traction power lines were planned. The Weimar substation was expanded.

Between the beginning of 2011 and the end of September 2014, the new line was equipped with a Re 330 catenary system. Around 3,000 catenary masts were required for this. The SICAT 1.0 type was used in the section between Leipzig Messe and Gröbers, which was completed in 2003.

history

background

A railway line between Berlin and Munich was already included in the German railway network proposed by Friedrich List in 1833 . The route between Berlin and Munich, which was passable continuously between Berlin and Munich in 1851, was not the result of uniform traffic planning, but was a consequence of the network development from 1840 and was mainly developed from regional interests.

Since then there have been line improvements and technical developments as well as a massive cut, due to the division of Germany . After reunification , the existing lines were closed , restored, renovated and electrified .

Today's new and upgraded route goes back to a decision by the federal government in April 1991 on the "German Unity Transport Projects", which were laid down in the 1992 Federal Transport Infrastructure Plan. The project was listed as a "new venture" with a planned total cost of DM 4,765 million  (price as of January 1, 1991). It was included in the "urgent need" of the Federal Railways Expansion Act of 1993. The route was originally supposed to be completed by the turn of the millennium. In 1994 it was envisaged at the EU summit in Essen as part of the newly created Trans-European Corridor Berlin-Verona .

According to information provided by Deutsche Bahn, the need to build the line arose, among other things, from traffic forecasts, which indicated that there would be a strong increase in passenger and freight traffic between Berlin, Leipzig, Erfurt, Nuremberg and Munich. These traffic volumes could not be handled with the existing infrastructure. The operational quality of the existing routes would be unsatisfactory due to, among other things, heavy use and long lay times. An expansion of the existing routes would, however, hardly be possible. Line improvements would usually only be possible with a heavy burden on the ecology and - due to partly dense settlement and routes in narrow valleys - with major interventions in existing buildings. The requirements for a modern railroad in terms of travel times and achievable speeds could not be met on the existing routes.

Planning and discussion of variants

The preliminary planning for the project was started in the summer of 1991 by the Deutsche Reichsbahn (DR). A study in preparation for the decision was submitted to the central headquarters of the Reichsbahn (ZHvDR) in November 1991. At the beginning of 1992, the preliminary planning by the DR was completed and then handed over to the Leipzig project center of the Planungsgesellschaft Bahnbau Deutsche Einheit mbH (PBDE).

In the second half of 1992 the project was called "VDE 8/2". It should lead from Erfurt via Halle / Leipzig to Bitterfeld. As part of the 194-kilometer project, 71 kilometers of existing sections were to be expanded for a speed of 160 km / h and 123 kilometers to be rebuilt for 250 km / h. A further expansion for 200 km / h was provided as an option for the expansion sections. After the project had been calculated at 4.765 billion DM in the Federal Transport Infrastructure Plan in 1992, the PBDE estimated the cost at 5.545 billion DM in September 1992. In addition, 85 kilometers of traction power lines, three railway tunnels and five valley bridges were to be built. Planning should run until 1997. The expansion work should be completed in 1996, the new building in 2000.

On the basis of the November 1991 study, the PBDE prepared the preliminary draft plan , which was confirmed by the ZHvDR at the end of 1992. At the same time, there was coordination of state and environmental protection planning with the federal states involved and the Federal Agency for Nature Conservation . As part of a room sensitivity test, a large-scale corridor investigation was carried out on a scale of 1: 100,000 to determine the route variants. Among other things, conflicts and risks for spatial and environmental compatibility as well as railway operations and economic aspects were taken into account. Among other things, the connection to the city of Halle, the Leipzig / Halle airport, the Leipzig trade fair and the freight transport centers in Erfurt and Leipzig had to be taken into account. The new line should not only shorten travel times, but also relieve the existing route network. The axis between Erfurt and Halle was considered busy or overloaded at the time of the Reichsbahn.

Based on this, five routing variants with sub-variants were developed as part of a spatial sensitivity analysis, including three variants of the connection to Leipzig. The examined planning area covers an area of ​​about 3700 square kilometers.

Variants in the course of preliminary planning, the (implemented) preferred variant is shown in red

The following options were considered:

• Variant 1 , which was considered the preferred variant, provided for a northern route. The existing route should be crossed between Großkorbetha and Halle. This variant envisaged linking the route at Neuwiederitzsch, Gröbers and Schkopau / Halle Süd with the existing network. The planned costs for the 123-kilometer route (between Erfurt and Leipzig) amounted to DM 4.4 billion.
• A second variant envisaged a course that deviated from variant 1 north of the state border between Saxony-Anhalt and Thuringia. The route was to be led south of Karsdorf via Roßbach to Großkorbetha. A connecting curve to the route via Merseburg to Halle was planned there, while the actual route was to be routed east past Bad Dürrenberg to Leipzig / Halle Airport in order to reach the route of variant 1 there in an easterly direction. The cost of the 128 & kilometer long route was put at 5.2 billion DM.
• The Variant 3 envisaged a southern course in space Großkorbetha. A branch should lead from there, parallel to the motorway, to the airport. In addition, an expansion of the existing line towards Merseburg and Halle was planned. The 123-kilometer route was calculated at DM 6.6 billion.
• In the context of variant 4 , it was examined to what extent the new line could run parallel to the existing network. The investigations showed that bundling would only have been possible over a quarter of the route length. A longer tunnel was planned between Bad Sulza and Bad Kösen. The 125-kilometer route was calculated at DM 5.6 billion.
• As a fifth variant, a route south of the existing route, through the Naumburg area and parallel to the Federal Motorway 9 into the Schkeuditz area was chosen. The 130-kilometer route was calculated at DM 5.0 billion.

In the Leipzig area, a connection to the south of Leipzig (via the Bayerischer Bahnhof ) with a tunnel below the city center to the main train station was examined.

Variants 1 and 2, which were considered to be particularly advantageous from an operational, economic and ecological point of view , were examined in depth . Both variants provided for the same route in Thuringia as well as a connection to Leipzig from the north-west. The other three variants were also eliminated due to longer travel times and additional costs of around one billion Deutschmarks. Further route alternatives were presented by the state of Thuringia (a combination of routes 1 and 5), the city of Halle and Vieregg-Rössler . In addition to the five main variants, at least eleven other alternatives were examined in depth.

From the in-depth investigation, variant 1 emerged as the cheaper variant. It is characterized, among other things, by the shortest travel time, the shortest route length, good environmental compatibility, favorable connections (Leipzig / Halle airport, Leipzig-Wahren freight center, etc.) and comparatively low investment costs. This variant was registered for the Federal Transport Infrastructure Plan in 1992 and incorporated into the regional planning procedure. After almost eight months of planning, the regional planning procedure was initiated with the handover of the documents (including an environmental impact assessment ) to the federal states involved in a letter dated September 15, 1992 .

Around 1992 the planned costs of variant 1 were 4.4 billion DM. At the beginning of 1993, 5.54 billion DM were given for the 194-kilometer overall project, which at that time also included the Bitterfeld – Leipzig and Bitterfeld – Halle sections. The targeted ICE travel time between Leipzig and Erfurt was already 39 minutes. The start of construction was planned for 1994, the commissioning for the years 1999/2000. In January 1994, at an estimated total cost of DM 4.5 billion, construction work was expected to begin in 1994 and commissioning in 2000. In mid-1994, the planned investment total was 4.592 billion DM (gross). The route was to be awarded in eleven order packages.

On March 3, 1993, the state government of Thuringia confirmed the 42 conditions requested by the PBDE. On March 15, the Leipzig Regional Council issued a statement for the Free State of Saxony. Finally, on June 23, 1993 in Saxony-Anhalt the conformity of the planning with state development and environmental compatibility was certified. The certificate was bound to 23 requirements. All three federal states ultimately confirmed the previously proposed variant 1. The Free State of Saxony expected that some of the long-distance trains would stop at the airport, at trade fairs also at the Leipzig exhibition center.

The application documents for determining the route for the new lines were submitted to the Federal Ministry of Transport in 1994, which confirmed the routing (including the traction current line) on June 23, 1994; the Federal Environment Ministry issued conditions . According to Deutsche Bahn, the chosen variant had the shortest route, the lowest manufacturing and operating costs and the lowest space consumption . The travel times on the Erfurt – Halle and Erfurt – Leipzig routes are the shortest, and the options for stopping at the airport and at the new exhibition center as well as convenient crossings to the planned Leipzig / Halle freight center and the Leipzig-Wahren container terminal have favored the chosen variant. The environmental impact was lower or equivalent to other route variants. Last but not least, long-distance trains from the north-west in the direction of Halle / Leipzig and Dresden could also use part of the route. In the course of the planning work, hundreds of test bores were drilled to a depth of 70 meters.

For the plan approval procedure , the route was divided into 14 plan approval sections. Using the regulations of the Traffic Route Planning Acceleration Act, building permits for all sections were obtained in two and a half years between 1994 and 1996 . As part of the plan approval procedure, further large and small-scale regional route variants were examined. The first planning approval decision (for section 2.1) was issued at the beginning of December 1994. Proceedings were initiated in all sections by May 1995. On December 12, 1995, the last resolution was passed in Thuringia. The last decision for the section between the Unstrut crossing to the Halle / Saale area was issued at the end of July 1996. At the beginning of 1997, all planning approval procedures were completed. 18 tons of documents were produced for the planning approval process.

On June 20, 2003, Railway Director Hartmut Mehdorn and Federal Transport Minister Manfred Stolpe signed the financing agreement for the Erfurt - Halle / Gröbers section. The planned costs for the section were 1.9 billion euros, the costs for the entire route were 2.67 billion euros. Completion was planned for 2015. If Leipzig's application for the 2012 Summer Olympics is successful , the route should go into operation in 2012.

Construction work on the Finne Tunnel (September 2008)

Construction work on the Unstrut Viaduct (September 2009)

In December 2006, the contract to build the Finne Tunnel was awarded. The Unstruttal bridge was put out to tender in January 2007 and that of the Bibra tunnel in August of the same year. The Osterberg Tunnel followed in January 2008 and was awarded at the end of February 2008. At the beginning of 2009, all major engineering structures were under construction.

In January 2009, Deutsche Bahn tendered the construction contracts (up to the lower edge of the slab track ) for route lot 2 (route km 197.889 to km 215.937) and route lot 3 (km 215.937 to km 228.685). Both orders should run from June 2009 to the end of April 2012. At the end of May 2009, the tender for the construction contract for section 4 (km 251.1 to km 272.1) and section 5 including the Gröbers junction (km 279.9 to km 286.9) followed. These construction contracts are to run from November 2009 to November 2012 (lot 4) and from July 2010 to December 2015 (lot 5). In July 2009, the integration into the Erfurt node was finally put out to tender, which was to take place between December 2009 and December 2010. In July 2011, the order for the production of the slab track and 22 kilometers of noise and wind protection walls between Erfurt and Gröbers was awarded for 200 million euros. This work should be completed by the end of 2013.

In the 1990s, the planned line speed was sometimes given as 250 km / h, sometimes also 300 km / h, with the design speed always being 300 km / h. The maximum line speed was later set at 300 km / h, but the section between Gröbers and Leipzig Messe opened in 2003 remained at 250 km / h. On the existing section from Leipzig Messe to Leipzig Hbf, the maximum permitted speed is 120 to 160 km / h.

A total of around 15,000 parcels were affected by the construction project. The space required for the route is given as 370 hectares , 160 hectares of which are for the track. Ecological and landscaping compensatory measures were planned on an area of ​​over 2000 hectares.

construction

Leipzig / Halle Airport Station in December 2002

The Saubach Valley Bridge (2007) was the first major engineering structure on the new line to be completed.

Elevated construction road in ecologically sensitive area - construction work on the Saale-Elster valley bridge (2007)

Planum, with the Gänsebachtal bridge in the background (March 2012)

Earthworks on the open road (March 2012)

The first catenary masts are in place near Erfurt- Vieselbach (March 2012). Here the route branches off from the existing network.

The groundbreaking ceremony for the section between Gröbers and Leipzig took place on October 2, 1996 . State Secretary Johannes Nitsch , Saxony's Minister of Economic Affairs Kajo Schommer and DB board member Ulf Häusler laid the foundation stone for a 130 m long pedestrian and cycle path bridge over the six-lane motorway and the planned new line. In the middle of 1997 the archaeological exploration took place between Leipzig and Gröbers.

In mid-1999, Federal Transport Minister Franz Müntefering stopped the construction work that had already started. He justified this with the underfunding of the transport budget. The project could be resumed at a later point in time if the demand for transport increased and sufficient financial resources were available. This was intended to divert investment funds from new construction projects into expanding the existing network. The construction work on the new line was limited to the section between Gröbers and Leipzig in order to gain market value through the airport connection.

At the beginning of 2001, a delay in the construction of the Leipzig – Gröbers section became known. Due to geological problems in the former mining area at the Gröbers railway junction, the commissioning of the section was postponed by one year to 2003. 370 million euros were invested in this 23 km long section with the new Leipzig Messe and Leipzig / Halle airport. The route is currently driven at up to 160 km / h in this section. The section was opened on June 30, 2003. Public shuttle traffic between the train stations Leipzig Hbf and Leipzig / Halle Airport had already existed since December 15, 2002, in the latter only a section of the platform sufficient for two railcar units could be used.

In mid-March 2002 the federal government lifted the construction freeze on the entire route and announced that it would quickly arrange the financing with DB. On March 10, 2002, then Federal Chancellor Gerhard Schröder announced that construction work would be resumed. The project was not sufficiently financed by the previous government and therefore had to be postponed. Deutsche Bahn welcomed the decision. At the end of February 2002, the then Transport Minister Bodewig had left the implementation of the project open.

Construction of the Saubachtal Bridge began in the first half of 2004 .

From October 2005, the first construction phase of the redesign of the southern entrance to Halle to introduce the new line into the city began. At the Halle-Ammendorf train station, new outer platforms were built south of the previous location. A new electronic signal box took over the functions of four previous signal boxes ; a total of 6300 m of noise barriers were erected. The driving speed in this section is to be increased from 120 to 160 km / h after the construction work has been completed. A total of 92.5 million euros were invested in the measure, 64.4 million euros of which from the European Regional Development Fund . The expansion of the 5.6 km long section was completed at the end of May 2008. In a second construction phase, the threading of the new line including an intersection structure was built from 2010 to 2011.

The construction of the Saale-Elster valley bridge has been going on since 2006, and some construction roads in a nature reserve have already been constructed in an elevated construction in advance. From February 2006 construction site clearing took place in the area of ​​the Unstruttal bridge . In December 2006, the Saubachtal Bridge was the first major engineering structure on the line to be completed.

In December 2006, the Federal Government and Deutsche Bahn AG announced the completion date as 2015. In December 2006, a parliamentary support group was founded for the “completion of the transport project German Unity No. 8” made up of over 20 members of the German Bundestag. The parliamentarians want to work for an accelerated completion of the route.

From summer 2007 a number of overpasses between Erfurt and Buttstädt were under construction. From September 2007, the construction site equipment for the west portal of the Finne Tunnel was built. On April 30, 2008, construction work on the longest tunnel on the route began on the Finne Tunnel.

Between September 2008 and 2010, archaeological excavations along the future route found evidence of more than 7,500 years of human history. More than 100,000 finds were seized on an area of ​​more than 100 hectares. A total of 150 employees were deployed in eight excavation teams. It was one of the largest archaeological excavations in Germany. Around 11 million euros were spent on the work.

The shell of the Finne Tunnel was completed in spring 2012. The earthworks for the 30-kilometer section in the Thuringian Basin had been completed in June 2012. The construction site was connected to the Erfurt junction via a construction track, so that the installation of the slab track, the overhead line , electrical engineering and the control and safety technology could begin in this section . The Saale-Elster valley bridge and the Osterberg tunnel were originally supposed to be completed by 2012.

At the beginning of December 2012, the completion of the earthworks between Erfurt and Gröbers was celebrated. In this 100-kilometer section, over 5.5 million cubic meters of earth and building materials were moved and 35 bridges were built.

After just over a year of construction, the tracks were largely laid and 3000 catenary masts were erected in November 2013 . The new traction power line could also be put into operation. The catenary system was then installed and has been under voltage since August 25, 2014. At the same time, the control and safety technology with electronic interlocking technology (ESTW) and the radio systems were set up.

The major project was initially controlled by the planning company Bahnbau Deutsche Einheit . DB Projekt Verkehrsbau was entrusted with this task from 2000 and the successor company DB ProjektBau has been responsible for it since 2003 .

Information center

Information center near Kalzendorf

An information center on the new line was located at the west portal of the Finnetunnel near Herrengosserstedt during the construction period. This closed after completion of the shell on December 4, 2011 and moved in spring 2012 to the construction base at the east portal of the Osterberg tunnel near Kalzendorf in the Saalekreis. There it was opened with expanded content on June 19, 2012. Are shown u. a. a virtual route trip from the perspective of a future train driver, archaeological finds and a section of the slab track and the overhead line to be installed. The information center was closed on November 13, 2016.

Further information points accessible after registration were located in Karsdorf / Wennungen at the east portal of the Bibra tunnel, in Wetzendorf / Karsdorf in the community center and in Halle-Ammendorf.

Accidents

• During the construction of the Bibra tunnel , a worker was killed in an industrial accident in January 2009. He was run over while reversing a truck.
• During the construction of the Saale-Elster valley bridge on March 3, 2010 at 10.25 a.m. in the area of ​​the Döllnitzer Schilfs, the eastern feed armature for the front-end construction with the ram excavator on the working platform collapsed during the scheduled feed. Nine construction workers were injured.
• Another accident at the Saale-Elster valley bridge occurred on June 29, 2010 when a 60 tonne crawler crane overturned while building sheet piling . The crane operator was injured.

Installation

Section Gröbers - Leipzig-Mockau

When the timetable changed on December 15, 2002, the section between the Leipzig / Halle Airport train station and Leipzig-Mockau was initially put into operation. The Leipzig / Halle Airport train station was only partially completed. The trains ran every hour with diesel railcars of the series 642. Previously, the main lines in were Leipziger Messe station pivoted so that the previous, Streckengleise of lying to the north on the left side of the four-track subgrade between Leipzig Main Station and Leipzig Messe Magdeburg-Leipzig Railway with of the Trebnitz – Leipzig railway line and the previous tracks on the right-hand side of this line were connected to the new section towards the airport. This also changed the route numbers in this section.

At the beginning of 2003, work was still going on in the Gröbers node. On April 16, 2003 the line was connected to the Gröbers junction, and on April 24, 2003 the overhead line was energized. On June 30, 2003, operations began on the section between Gröbers and the Leipzig / Halle Airport train station. From then on, all long-distance trains between Leipzig and Halle ran on the newly built section, plus the regional express trains on line RE 5 every hour. The operation of the cycle compressors introduced at the same time between Leipzig Hbf and the airport was suspended several times until the city ​​tunnel was commissioned to save costs.

In 2003, a total of more than 70 long-distance and regional trains ran over the route section every day. Measurement runs of the ICE S began on October 13, 2003 at speeds of up to 330 km / h. On behalf of the manufacturer, the trips served to approve the overhead contact line used for high speeds. With the commissioning of the city ​​tunnel , the trains of the previous line RE 5 were tied through as S5 and S5X of the S-Bahn Central Germany to Zwickau.

Sections Erfurt - Gröbers and Planena - Halle-Ammendorf

Test loading of the Saale-Elster valley bridge with two heavy freight trains (August 2014)

Play media file

ICE S with 300 km / h on the Stöbnitztalbrücke during the Hochtast drives (September 2014)

Parallel trip on the Unstruttal bridge on the occasion of the opening ceremony on December 9, 2015

On August 25, 2014, the overhead line on the rest of the new line was permanently energized. From September 1 to 19, 2014, high-speed trips with the ICE S took place. As part of these trips, on September 5, 2014, a speed of 330 km / h was reached for the first time on this section on the main line from Erfurt to Gröbers. Tests and acceptance of ETCS began at the end of 2014, followed by test drives at the beginning of 2015. The three-stage safety test of the ETCS ran from May to October 2015. Around 900 test drives followed between March and October 2015 in order to measure the track geometry, test the overhead contact line system and approve the vehicles that will later be on the route and the ETCS technology. Trial operations between Erfurt, Leipzig and Halle (Saale) began on September 4, 2015.

As part of the opening ceremony on December 9, 2015, two special trains with invited guests of honor - including Chancellor Angela Merkel and DB boss Rüdiger Grube - traveled the route, partly as a parallel journey . At first a train, formed on the specially renamed ICE-T multiple units 1129 “Leipzig” and 1173 “Halle (Saale)”, ran from Halle to Erfurt. This was followed by the trip to Leipzig, where the ICE multiple unit 1504 ("Erfurt") partially ran in parallel. The minister-presidents of the three federal states passed through also took part in the subsequent celebrations in Leipzig.

With the timetable change on December 13, 2015, the route for public passenger and freight traffic was put into operation. The first scheduled train was ICE 1654 on the way from Leipzig to Wiesbaden.

Due to the new ICE line 15 and the diversion of the ICE line 28, a number of timetable adjustments between Halle, Berlin and Hamburg became necessary.

Admission issues

A new type of slab track was installed on the route , which can also be used on long bridges. According to DB, it is the only such system on the market. The Federal Railway Authority (EBA) rejected an application for approval of this slab track in May 2015. The construction deviates from the recognized rules of technology and the established building regulations because of an unreinforced leveling concrete layer . From the EBA's point of view, the reinforcement is essential to absorb stress. Evidence must be provided that dynamic loads do not cause excessive tensile forces to act on the compensating concrete. There is no proof of fatigue strength . The authority fears that the concrete would not show any cracks if there was a need for renovation. Six bridges on the entire route are affected by the problem.

Slab track with additional lateral guidance (Unstruttal Bridge, October 2015)

On June 25, 2015, the EBA and DB agreed on a package of measures at a meeting in the Federal Ministry of Transport. By the end of July 2015, the Common Safety Methods (CSM) should be used to investigate whether a concrete layer on both sides of the roadway could provide additional lateral guidance. This should increase the resistance to lateral displacement . For this purpose, 1,500 one-meter-long plates were attached to the bridges at a length of ten meters. In connection with supplementary loading tests and ongoing special monitoring, evidence of the same level of safety should be provided as the basis for project-specific approval. The corresponding report had been available since August 31, 2015 with a positive result and some conditions. Measurement runs are now planned every two months to check the position of the track; the relevant tolerances are lower than on other routes.

The structural additions were completed at the beginning of November 2015. The Federal Railway Authority finally issued the operating license for the line on December 8, 2015.

Problems also arose with the approval of the ETCS. In the course of the test and acceptance runs, software errors and the need for adjustments to the route-specific project planning data were identified. After eliminating the errors, approval to use the ETCS was granted on September 10, 2015.

Costs and financing

Cumulative total expenditure for the new Erfurt ‒ Leipzig / Halle line.

The estimated cost of the route was put at 2.967 billion euros in mid-2014. Of this, 2.412 billion euros had been spent by the end of 2013. 555 million euros were still outstanding.

In 1993 the estimated costs were given as 4.4 billion DM. Construction was to begin in 1994 and completion in 2000. In 2003 the cost of the route was given as 2.310 billion euros, in 2007 with 2.666 billion euros. By 2013, this amount only changed slightly to 2.740 billion euros; in mid-2014, 2.967 billion euros were reported. At 403 million euros, 2010 was the year with the highest expenditure for the construction of the line (see also the adjacent diagram).

As part of an application for EU funding, the project was rated with a benefit-cost factor of 2.2.

As part of the Trans-European Networks , part of the project is co-financed by the European Structural Funds (ERDF) . In the funding period 2000–2006, ERDF funds of 57 million euros flowed into the construction of the southern connection to Halle. In the 2007-2013 funding period, a further 49.8 million euros were approved for the project. As part of the economic stimulus package I , an additional 78 million euros in federal funds were made available for the new line from 2009.

business

Two Eurobalises on an ETCS stop board (as exit signal P4) in the Jüdendorf overtaking station

Overtaking station and substation Saubachtal

The new line can be freely used by all freight and passenger trains in mixed operation . Because they are only equipped with ETCS Level 2 without signals , locomotives and control cars with ETCS equipment are mandatory for this route. Between Großbrembach and Jüdendorf, passenger trains must be equipped with an emergency brake override .

In 2018, 3.3 million train kilometers of long-distance traffic were driven on the new line, 0.8 million train kilometers of regional traffic and around 0.07 million train kilometers of freight traffic. The values ​​include the new line at the Erfurt junction and the section between Gröbers and Leipzig. Train path price revenues of 29 million euros were offset by expenses of around 6 million euros in 2018.

Original operating concepts

According to the planning status of January 1993, two and a half trains should run in ICE traffic per hour and direction in 2005. Three ICE lines (Frankfurt am Main – Leipzig – Dresden, Munich – Leipzig – Berlin and Frankfurt am Main – Halle – Berlin) were planned. A change between these lines should be made possible at Erfurt main station. In addition, Intercity and Interregio trains should run over the route. A travel time of three and a half hours is to be achieved between Frankfurt am Main and Dresden (as of 1995). At the beginning of 1993, around 150 passenger and 100 freight trains per day were expected. The traffic forecast for the 1992 Federal Transport Infrastructure Plan envisaged 56 long-distance passenger and 95 freight trains per day and direction for 2010 on the new line. In mid-1994, Deutsche Bahn expected 48 long-distance passenger and 60 freight trains per day. The segregation of fast and slow traffic ( network 21 ) was not yet taken into account. For the year 2000, 24 IC / ICE trains per day and direction between Berlin, Leipzig and Erfurt were expected on the new line in the mid-1990s (16 of them further from / to Nuremberg) and 16 IC / ICE trains per day and direction of the Frankfurt am Main – Erfurt – Leipzig – Dresden line. Three interregional lines with a total of 21 trains per day and direction were to be offered on the existing route. Traffic forecasts around 1994, for the year 2000, expect 40 in or 43 freight trains from the direction of Leipzig / Halle. Other traffic forecasts expected 289 trains per day between Erfurt and the Planena branch around 1995 (passenger and freight trains as the sum of both directions). 141 of these were to go to and from Halle and 148 to and from Leipzig. The load on the existing network should remain about the same.

Commissioning for the 2016 timetable

With the timetable change on December 13, 2015, the route went into commercial operation. ICE T , which can reach a maximum speed of 230 km / h , was initially used for the planned operation . For this purpose, among other things, these trains were equipped with ETCS, and other ICE series followed. Among other things, ICE 1 ETCS received ICE 1 for operation on the new Ebensfeld – Erfurt – Leipzig / Halle line . ^[outdated]

Since the start of operation, the former long-distance stops in Weimar and Naumburg have no longer been served by ICE trains in east-west traffic, but individual IC trains and, until they are closed, night trains.

Travel times

After commissioning, the ICE travel times for the 121 kilometers between Erfurt and Leipzig fell from around 72 to 43 minutes and between Erfurt and Halle (92 kilometers) from around 77 to 34 minutes. The planned travel times of 39 minutes (Erfurt – Leipzig) and 31 minutes (Erfurt – Halle) have not yet been achieved due to extensive [ Halle (Saale) ] or outstanding [ Leipzig ] construction work in the eastern nodes.

relation	Away with VDE 8.2	Travel time 2016	Travel speed	Way without VDE 8.2	Travel time 2015	Travel time savings	shortest travel time 1	Travel time savings
Leipzig - Erfurt	121 km	0:43 h	165 km / h	117 km	1:12 h	29 min	1:01 h 2006	18 min
Dresden - Leipzig - Erfurt	241 km	1:57 h	124 km / h	237 km	2:57 h	60 min	2:14 h 2003	17 min
Dresden - Leipzig - Erfurt - Frankfurt (Main)	507 km	4:18 h	118 km / h	504 km	5:17 h 3	59 min	4:24 h 2001	6 min
Halle (Saale) - Erfurt	92 km	0:34 h	163 km / h	109 km	1:17 h	43 min	1:03 h 2005	29 min
Berlin - Halle (Saale) - Erfurt	256 km	1:47 h 3	144 km / h 3	273 km	2:37 h	50 min	2:19 h 2006	32 min
Berlin - Halle (Saale) - Erfurt - Frankfurt (Main)	523 km	3:53 h	135 km / h	539 km	4:57 h 2 , 3	64 min	4:44 h 2007 , 2	51 min

¹ = superscript number refers to the corresponding timetable year ² = only single trains ³ = trains to and from Frankfurt (Main) Süd station

Note on travel times between 2001 and 2015: Up until 2008, the ICE T were able to travel a number of existing sections of the route faster than conventional trains with tilting technology . Since 2008 the tilting technology has been switched off due to technical problems with the trains .

ICE lines

→ Main article : List of Intercity Express lines

The following lines use the new line in the 2018 timetable:

line	Train run	Route section	Tact	comment
ICE 11	Hamburg-Altona - Berlin - Leipzig - Erfurt - Frankfurt (Main) - Mannheim - Stuttgart - Munich	Leipzig-Erfurt	120 min
ICE 15	(Frankfurt am Main -) Erfurt - Halle (Saale) - Berlin	Erfurt – Halle	6 times a day	Sprinter line
ICE 18	Munich - Nuremberg - Erfurt - Halle (Saale) - Berlin Hbf - Hamburg Hbf - Hamburg-Altona	Erfurt Hall	120 min
ICE 28	Munich - Nuremberg - Erfurt - Leipzig - Berlin Hbf - Hamburg Hbf - Hamburg-Altona	Erfurt-Leipzig	120 min
ICE 50	(Wiesbaden -) Frankfurt am Main - Erfurt - Leipzig (- Dresden)	Erfurt – Leipzig	60 min

During the full closure of the Bamberg - Bad Staffelstein (- Lichtenfels) section from January 11 to September 4, 2016, the trains on ICE line 28 (Munich - Nuremberg - Leipzig - Berlin - Hamburg) between Nuremberg and Leipzig via Würzburg were also run every two hours , Erfurt and the new line diverted.

Balance sheet and experiences

After 100 days of operation, Deutsche Bahn drew a positive balance. The number of passengers increased by 35 percent in the first two months of operation, and a total of 750,000 travelers were counted on the new line. According to surveys, many commuters have switched from their own cars to the train. By October 2016, 4.25 million passengers were carried over the route. The demand between Leipzig and Erfurt has increased by 33 percent, that between Erfurt and Berlin by 40 percent. By mid-December 2016, around 17,300 trains had run over the route. With the exception of an ICE evacuation due to unusual noises, there were no serious incidents.

Up to March 17, 2016, 5,380 train journeys were ETCS-guided. Of these, 95 percent went without ETCS disruptions. ETCS malfunctions occurred, among other things, due to incorrect actions by employees, malfunctions in the digital train radio, vehicle-related malfunctions and a system-related error in the ETCS infrastructure. The software error in the ETCS centers on the line should be corrected by a software update in May 2016.

Extension with VDE 8.1 to the 2018 timetable

The following lines have been running on the new line since the Nuremberg – Erfurt high-speed line was commissioned in December 2017:

line	Train run	Route section	frequency	comment
ICE 11	Stuttgart - Frankfurt am Main - Erfurt - Leipzig - Berlin - Hamburg	Erfurt – Leipzig	every two hours at hour 1 1
ICE 15	(Frankfurt am Main -) Erfurt - Halle (Saale) - Berlin	Erfurt – Halle	Two-hour intervals	Sprinter line
ICE 18	Munich - Nuremberg - Erfurt - Halle (Saale) - Berlin	Erfurt – Halle	every two hours at hour 1 1
ICE 28	Munich - Nuremberg - Erfurt - Leipzig - Berlin - Northern Germany	Erfurt – Leipzig	every two hours at hour 2 1
ICE 29 formerly line 8	Munich - Nuremberg - Erfurt - Halle (Saale) - Berlin	Erfurt – Halle	initially three train pairs per day (from December 2018: five train pairs per day)	Sprinter line
ICE 50	Wiesbaden / Karlsruhe, Heidelberg - Frankfurt am Main - Erfurt - Leipzig - Dresden	Erfurt – Leipzig	every two hours at hour 2 1

¹Hour 1 and 2 mean that in the hour in which line 11 continues via Berlin to Hamburg, line 18 ends in Berlin. In the other hour, line 28 goes beyond Berlin and line 50 goes from Leipzig in the direction of Dresden.

With the commissioning of the new line (including the line to Ebensfeld ), the long-distance route Berlin – Munich via Halle (Saale) will be around 32 km shorter and 20 minutes faster than via Leipzig. On the other hand, according to information provided by Deutsche Bahn, a significantly greater potential for travelers is tapped via Leipzig than via Halle.

To install a new ETCS software version (SRS 2.3.0d in "Variant C" ) the route was completely closed from November 18 to 27, 2017.

Further development

Since the timetable change in December 2019, the FLX 10 (Berlin – Stuttgart) line has been operated by Flixmobility between Halle and Leipzig on the new line. In addition to the Sprinter trains, there is a continuous hourly service between Munich and Berlin and additional Sprinter trains Berlin – Erfurt – Frankfurt am Main.

Freight transport

The exceptional approval underlying operation at over 250 km / h stipulates, among other things, the suitability of vehicles and loads for encounters with such fast trains outside the tunnels.

DB Netz AG, as the operator of the route, expected the first occasional freight trains to run in early 2016 in the same year. At that time, growth was still expected for 2017, which should increase further due to the overall commissioning of VDE 8 in December 2017. In fact, not a single freight train ran on the new line in the first three years, and there were no orders (train path registrations) for such journeys in these annual timetable periods (2016/2017/2018). There were no regular train path registrations for 2019 either.

outlook

The first expert draft for the Deutschland-Takt , presented in 2018, provided for a shortest, regular, scheduled travel time between Halle and Erfurt of 28 minutes and between Erfurt and Leipzig of 40 minutes. In the third expert draft presented in 2020, five long-distance trains per hour and direction are planned over the route, including two and a half via Halle and Leipzig. The shortest travel times are still 28 and 40 minutes, each with trains traveling at 300 km / h.

criticism

Critics criticize the lines of the chosen preferred variant (see #planning and variant discussion ) . On behalf of the city of Halle, a planning office in Nuremberg developed an alternative route, a combination of route variants 1 and 5. Jena was also to be connected with a 17 km long route at bumps . At a cost of DM 3.9 billion, this variant should have been 11% cheaper than variant 1. The ICE travel time between Erfurt and Halle should be 30.5 minutes (instead of the 26.5 minutes of variant 1). The planning company Bahnbau Deutsche Einheit (PBDE), on the other hand, put the costs at 5.5 billion or 6.0 or 8.3 billion DM (with connections from Jena and Gera as well as the expanded freight train line from Halle to Leipzig / Wahren). An alternative route presented by Vieregg-Rössler was calculated by the PBDE at costs between 5.9 and 8.1 billion DM.

In addition to the crossing of the Saale-Elster-Aue and the Finn, the “quick jerk” procedure, in which those responsible agreed on variant 1 , was the focus of criticism for environmental associations . The investigations for the environmental impact study were carried out in an impermissibly short period (October 1991 to May 1992).

The routing of the overall connection of VDE 8 via Erfurt was repeatedly called into question, especially the southern section (VDE 8.1) through the Thuringian Forest. Critics question the usability of this section of the line for freight trains and object to the planned low line occupancy in long-distance traffic against the background of the high investment costs. The decoupling of the more densely populated East Thuringia from long-distance traffic due to the route via Erfurt is also criticized. Accordingly, there were repeated calls for a route over the agglomeration of Gera / Zwickau / Chemnitz or for an expansion of existing railway lines (see also: German Unity Transport Project No. 8 # criticism and alternatives ) .

Due to the planned relocation of large parts of long-distance traffic from the Saalbahn and Thuringian Railway , cities such as Jena, Naumburg and Weimar will lose their long-distance traffic connections for the foreseeable future. Therefore fear z. For example, many Jena companies, but also the local university and technical college, have significant competitive disadvantages due to poor accessibility in the future. Thuringian politicians are campaigning for Deutsche Bahn to realize the return of intercity traffic to East Thuringia, which was previously only planned for 2030, much earlier.

Web links

Commons : New Erfurt – Leipzig / Halle line  - collection of images, videos and audio files

• Official website for the VDE 8 project
• Bärbel Jossunek, Vasco P. Kolmorgen, Alexander Wolf: Route brochure NBS Erfurt - Leipzig / Halle. (PDF) In: DB Netz; Infrastructure & technology; Customer information. Railway concept, August 13, 2015, accessed on November 25, 2017 . 
• Course, permissible speeds and some signals of the route on the OpenRailwayMap
• Information and pictures about the construction process on bastellen-doku.info
• Krebs und Kiefer: Viaducts of the new line (PDF; 393 kB)

Individual evidence

1. ↑ ^{a b c d e f g h i j} Planungsgesellschaft Bahnbau Deutsche Einheit , Projektzentrum Leipzig (publisher): Transport project German Unity - Rail No. 8: ABS / NBS Nuremberg - Erfurt - Halle / Leipzig - Berlin: Section Erfurt - Leipzig / Halle: facts and figures . 20-page brochure, Leipzig, August 1995, pp. 5–10, 14 ( PDF file , 2.73 MB).
2. ↑ ^{a b c d e f g h i j k} Marcus Schenkel: Transport projects German unity No. 8.2, new railway line Erfurt-Leipzig / Halle: Saale-Elster valley bridge . In: ZEVrail, Glaser's Annalen . 131, No. 8, 2007, pp. 312-328.
3. ↑ ^{a b c d e f g h i} Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): New line Erfurt - Leipzig / Halle. Plan approval section 1.9. Construction km 3.387 - construction km 6.779. Explanatory report . Erfurt, November 1, 1994 (plan approved by the Erfurt branch of the Federal Railway Authority on January 22, 1996, file number 1011 Rapf NBS 1.9-09 / 96 ), pp. 26 f., 30 f., 33 f., 63 f.
4. ↑ ^{a b c d e f g h i j k l m n o p q r} Bärbel Jossunek, Vasco P. Kolmorgen, Alexander Wolf: Route brochure NBS Erfurt - Leipzig / Halle. (PDF) In: DB Netz; Infrastructure & technology; Customer information. Railway concept, August 13, 2015, accessed on August 15, 2015 . 
5. ↑ Trans-European Transport Network - TEN-T - priority axes and projects 2005 . Brochure of the European Commission, Directorate-General for Energy and Transport, of October 24, 2005, p. 15f.
6. ↑ ^{a b c d} New Erfurt – Leipzig / Halle line - line equipment. (PDF; 1.1 MiB) November 2012, accessed on November 23, 2012 . 
7. ↑ ^{a b c} Volker Hädrich: Concrete future - Thuringia traffic concept 2015 ff . Lecture documents from June 8, 2012 ( PDF , 2.1 MiB), pp. 3, 4, 19.
8. ↑ Much faster with the ICE between Erfurt and Halle / Leipzig. (No longer available online.) Deutsche Bahn, archived from the original on December 11, 2015 ; Retrieved December 9, 2015 . 
9. ↑ ^{a b} Federal Ministry of Transport and Digital Infrastructure (Ed.): Status report of transport projects German unity (as of June 2014) . 2014, p. 6, 17 ( bmvi.de [PDF]).
10. ↑ ^{a b} German Unity Transport Project - Rail - No. 8, new line Erfurt - Leipzig / Halle, planning section 3, Dieskau - Leipzig / Halle airport - Leipzig station. (PDF; 153 KiB) Emch + Berger GmbH, accessed on February 17, 2013 . 
11. ↑ ^{a b c d e f} Overview of infrastructure data for the section VDE 8.2 (Erfurt - Leipzig) for registering framework agreements with effect from the 2016 network timetable ( memo from June 21, 2015 in the Internet Archive ). Valid from September 8, 2014.
12. ↑ DB Netze (Ed.): Commissioning for or in the network timetable 2016 . ( PDF ( Memento of May 27, 2015 in the Internet Archive ))
13. ↑ ^{a b c d e f g h i j k l m n o p q} Wolfgang Feldwisch, Olaf Drescher: The planning of the new and upgraded line Nuremberg - Erfurt - Leipzig / Halle . In: Railway technical review . 56, No. 9, 2007, pp. 494-500.
14. ↑ DB Netze (Ed.): Guide to designing railway bridges . 1st edition 2008, p. 34f.
15. ↑ Friedrich List: The "Unfinished" is still being built. In: Eisenbahn-Kurier , No. 11, 2008, pp. 40–45.
16. ↑ ^{a b c d e f g h i j} Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Transport project German Unity Rail No. 8: ABS / NBS Nürnberg-Erfurt-HalleLeipzigBerlin: Erfurt - Leipzig / Halle section: Planning status June 1994 . Brochure, Leipzig 1994.
17. ↑ ^{a b c} Federal Ministry of Transport: Transport projects German unity. Status: 1997 . Brochure (50 A4 pages), Bonn 1997, p. 20f.
18. ↑ ^{a b c d e f} Thomas Schubert, Frank Kniestedt: First course set: new railway line Erfurt-Leipzig / Halle . In:  Baukultur , Heft 3, 1994, pp. 20-24, ISSN  0722-3099 .
19. ↑ ^{a b c d} DB Netz AG (Ed.): New Erfurt – Leipzig / Halle line: train control, train protection and signaling . Leipzig October 2015, p. 2, 4, 5 ( vde8.de [PDF]). New Erfurt – Leipzig / Halle line: train control, train protection and signaling ( Memento from March 4, 2016 in the Internet Archive )
20. ↑ ^{a b} DB Netz AG, Dr. Reiner Behnsch: GSM-R and ETCS. Overview, status and interfaces . Lecture at the 52nd Railway Technology Conference of the VDEI. Magdeburg, September 6, 2007.
21. ↑ ^{a b c d} Also Germany with ETCS Level 2 . In: Eisenbahn-Revue International . No. 2 , 2016, p. 76-78 .
22. ↑ Reiner Behnsch, Jens Reissaus: Conception of the control and safety technology on the new lines of the VDE 8 . In: Railway technical review . tape 61 , no. 4 , 2012, p. 10-13 .
23. ↑ Volkmar Heuer, Thorsten Pohlmann: Innovative integrated operation for RBC and signal boxes . In: signal + wire . tape 107 , no. 7 , 2015, p. 34-36 .
24. ↑ Joseph Ramerth: ETCS - migration plan and commissioning of additional routes. (PDF) (No longer available online.) DB Netz AG, May 13, 2014, archived from the original on March 4, 2016 ; accessed on January 21, 2016 . 
25. ^ DB Netz (Ed.): European Train Control System (ETCS) at DB Netz AG . Frankfurt am Main April 2014, p.  10 ( dbnetze.com [PDF]). European Train Control System (ETCS) at DB Netz AG ( Memento from June 14, 2015 in the Internet Archive )
26. ^ Germany-Frankfurt am Main: construction work for railway lines. Document 2016 / S 103-184014. In: Supplement to the Electronic Official Journal of the European Union . May 31, 2016, accessed May 31, 2016 . 
27. ↑ ^{a b} Tino Zippel: 1000 test drives completed on the new ICE route . In: Ostthüringer Zeitung , Gera edition . November 13, 2015, p. 3 (similar version among other titles online ).
28. ↑ ^{a b} Michael Fußy, Sven Beyer: ETCS Level 2 without signals on the Halle / Leipzig - Erfurt route . In: Your train . tape 43 , no. 6 , 2015, ISSN  0172-4479 , p. 12-17 .
29. ↑ Reiner Behnsch, Jens Reissaus: Conception of the control and safety technology on the new lines of the VDE 8 . In: ETR Special . 2017, ISBN 978-3-87154-620-4 , ISSN  0013-2845 , pp. 53-55 ( PDF file ).
30. ↑ ^{a b c d e} Construction stage in the Nuremberg – Berlin project (VDE8): Tracks laid on the most modern railway line in Central Germany. Deutsche Bahn AG, November 25, 2013, archived from the original on January 13, 2014 ; Retrieved December 25, 2016 . 
31. ↑ ^{a b} The VDE 8 project: project management and civil engineering. (PDF; 13.0 MiB) (No longer available online.) DB ProjektBau , pp. 43, 88f, 93 , archived from the original on December 19, 2013 ; Retrieved March 30, 2012 . 
32. ^ D-Leipzig: Construction work for railway lines . Call for tenders from August 20, 2010 in the electronic gazette of the European Union.
33. ↑ Federal Ministry of Transport: Federal Transport Infrastructure Plan 1992 , p. 21.
34. ^ Planungsgesellschaft Bahnbau Deutsche Einheit mbH, Project Center Erfurt: ABS / NBS Nuremberg-Erfurt-Leipzig / Halle-Berlin . Brochure (15 pages), as of January 1995 (PDF, 2.1 MiB).
35. ↑ ^{a b} Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Information on the implementation of rail transport projects . Brochure, 1992, without page numbering.
36. ↑ ^{a b} Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Information on the rail transport projects for German unity in the Free State of Saxony (as of March 1993) .
37. ↑ ^{a b c d e f g h i j k l} Wolfgang Watzlaw: Planungsbüro Bahnbau: Ecological issues are also taken into account . In: Alliance 90 / Greens parliamentary group in the Saxony-Anhalt state parliament (ed.): In the intoxication of speed . Halle (Saale), 1993, pp. 11-14.
38. ↑ ^{a b c} Rausch: The Reichsbahn: Coordinated overall concept . In: Alliance 90 / Greens parliamentary group in the Saxony-Anhalt state parliament (ed.): In the intoxication of speed . Halle (Saale), 1993, pp. 8-11.
39. ↑ Federal Ministry of Transport (ed.): Transport projects German unity: projects, plans, laws, arguments . Bonn, August 1993, pp. 77-80.
40. ↑ ^{a b} Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Information on the rail transport projects German unity in the state of Thuringia. Planungsgesellschaft Bahnbau Deutsche Einheit mbH as of June 1993 . June 1993.
41. ↑ ^{a b c d e} Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Setting the course for the future: the new Erfurt-Leipzig / Halle line . Leipzig, January 1994, pp. 2, 8-10.
42. ^ ^{A b} Karl-Heinz Rössler: Office Vieregg & Rössler: Save the floodplain and connect the south-east of Saxony . In: Alliance 90 / Greens parliamentary group in the Saxony-Anhalt state parliament (ed.): In the intoxication of speed . Halle (Saale), 1993, pp. 15-20.
43. ↑ Free State of Saxony, State Ministry for Economy and Labor (ed.): Sächsischewege: Großprojekte Nordraum Leipzig (=  New Paths . Volume 3 ). Dresden October 1993, p. 14 .
44. ↑ Federal Ministry of Transport (ed.): The 17 transport projects German unity at a glance . Reprint from Aktuell , 1995, p. 8.
45. ↑ Already building permits for 140 km of new lines . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): Info-Brief , ZDB -ID 2668166-3 , issue 1/1996, p. 3.
46. ^ Announcement of the new railway line Erfurt – Leipzig / Halle . In: Railway technical review . 45, No. 10, 1996, p. 593.
47. ↑ 18 tons of paper for one line . In: Leipziger Volkszeitung . November 7, 2014, p. 5 .
48. ^ Announcement: Financing of the NBS Erfurt - Leipzig / Halle secured . In: Eisenbahn-Revue International , Issue 8–9 / 2003, p. 340.
49. ^ Bahn builds Berlin-Munich . In: Süddeutsche Zeitung , No. 140, 2003, p. 26.
50. ↑ D-Leipzig: excavating and earthmoving . Document 2009 / S 19-027344 of January 29, 2009 in the electronic gazette of the European Union.
51. ^ D-Leipzig: Construction work for bridges, tunnels, shafts and underpasses . Document 11981-2009-EN of January 15, 2009 in the Electronic Official Journal of the European Union.
52. ^ D-Leipzig: Construction work for railway lines . Document 2009 / S 103-148908 of May 30, 2009 in the Electronic Official Journal of the European Union.
53. ^ D-Leipzig: Construction work for railway lines . Document 2009 / S 103-148881 of May 30, 2009 in the electronic gazette of the European Union.
54. ^ D-Leipzig: Construction work for railway lines . Document 2009 / S 251-361967 of December 30, 2009 in the electronic gazette of the European Union.
55. ^ D-Erfurt: superstructure work . Document 197803-2009-EN of July 17, 2009 in the Electronic Official Journal of the European Union.
56. ^ Federal Ministry of Transport: Transport projects German unity. Status: April 1996 . Brochure (50 A4 pages), Bonn 1996, p. 15.
57. ↑ ^{a b} Three hazelnuts after 100 kilometers of railway line construction. (No longer available online.) Hallelife IT online and media service, December 4, 2012, archived from the original on December 25, 2016 ; Retrieved December 25, 2016 . 
58. ↑ ^{a b} Start of construction for the new line near Leipzig . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): Info-Brief , ZDB -ID 2668166-3 , issue 1/1997, p. 12.
59. ↑ Leipzig: Airport awaits the ICE . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (publisher): Info-Brief , ZDB -ID 2668166-3 , issue 2/1997, August 31, 1997, p. 12.
60. ↑ ^{a b} ICE line is being built . In: Süddeutsche Zeitung , March 13, 2002, p. 43.
61. ↑ The Federal Ministry of Transport decided on the new Ebensfeld - Erfurt - Halle / Leipzig line . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Info-Brief , ZDB -ID 2668166-3 , issue 1/1999, July 15, 1999, p. 12.
62. ^ Wolfgang Messerschmidt: Airport train station for Leipzig and reduction of the train offer . In: Eisenbahn-Revue International , issue 3/2000, p. 139.
63. ^ Report to the airport train station later . In: Eisenbahn-Revue International , issue 3/2001, p. 100.
64. ↑ ^{a b} DB ProjektBau GmbH, Southeast Branch (ed.): New Erfurt – Leipzig / Halle line, section south connection to Halle , 6 pages.
65. ^ Speech by the SPD party chairman, Federal Chancellor Gerhard Schröder, at the party congress of the East German state associations of the SPD in Magdeburg on March 10, 2002 .
66. ↑ Report by rail boss Mehdorn for ICE route Nuremberg - Berlin . In: Eisenbahn-Revue International , issue 5/2002, p. 211.
67. ^ Federal Minister of Transport Kurt Bodewig on the Transrapid, rail reform and a second driving school for beginners . In: Berliner Morgenpost , February 24, 2002.
68. ↑ ^{a b} Wolfgang Feldwisch, Olaf Drescher: The realization of the new and upgraded line Nuremberg - Erfurt - Leipzig / Halle . In: Railway technical review . 56, No. 9, 2007, pp. 502-505.
69. ^ Deutsche Bahn AG: New southern connection Halle (Saale) of the railway goes into operation . Press release from May 28, 2008.
70. ↑ Complex construction phase for the southern connection of Halle to the new Erfurt-Leipzig / Halle line completed. (No longer available online.) Vde8.de, August 2, 2010, formerly in the original ; Retrieved June 18, 2012 .  ( Page no longer available , search in web archives )  
71. ↑ ^{a b} Bundestag: Support group for ICE route Nuremberg - Leipzig founded ( Memento from December 25, 2016 in the Internet Archive ). Report on eurailpress.de from December 20, 2006.
72. ↑ 7,500 year old relics found on the ICE line . In: Die Welt , August 18, 2010.
73. ↑ The archaeologists arrive in front of the ICE . In:  mobil , issue 2/2010, p. 50.
74. ^ Archaeological treasures from the Stone Age . In: DB Welt , regional edition Southeast, February 2009, p. 23.
75. ↑ Earthworks for ICE line near Azmannsdorf finished. Thüringer Allgemeine, June 13, 2012, accessed December 25, 2016 . 
76. ↑ The construction site of the new Erfurt – Leipzig / Halle line is transformed into an electrified railway line. Deutsche Bahn AG, August 22, 2014, accessed on November 23, 2015 . 
77. ↑ Information center for the new Erfurt-Leipzig / Halle line is moving due to a new construction phase. Deutsche Bahn AG, September 23, 2012, accessed on April 6, 2012 . 
78. ↑ New information center VDE8 opened at the Osterberg tunnel in Kalzendorf in the Saale district. vde8.de, June 19, 2012, accessed on June 25, 2012 . 
79. ↑ ^{a b} Last opening days of the railway construction information center in Kalzendorf in the Saalekreis until November 13, 2016, 7 p.m. In: vde8.de. Deutsche Bahn, November 8, 2016, accessed on December 29, 2016 . 
80. ↑ Flyer to the information points. vde8.de, accessed on June 25, 2012 . 
81. ↑ Control pressure leads to fewer accidents at work . In: Mitteldeutsche Zeitung , March 17, 2009
82. ^ Accident at the Saale-Elster valley bridge near Halle . Press release on www.vde8.de from March 4, 2010.
83. ↑ Construction worker falls four meters deep . In: Mitteldeutsche Zeitung (online edition), June 30, 2010.
84. ^ NBS Erfurt - Leipzig / Halle . In: Eisenbahn-Revue International , issue 5/2003, p. 194.
85. ↑ ^{a b} Announcement First stage of the NBS Leipzig - Erfurt goes into operation . In: Eisenbahn-Revue International , issue 7/2003, p. 291.
86. ^ Message from Leipzig / Halle Airport . In: Eisenbahn-Revue International , issue 6/2003, p. 244.
87. ^ Announcement ICE-S with 330 km / h on the new Leipzig - Halle line . In: Eisenbahn-Revue International , issue 11/2003, p. 474.
88. ↑ Birgit Kummer: If the timetable is disrupted in Erfurt, the nationwide rail network wobbles . In: Thüringer Allgemeine , Apolda edition . August 27, 2014, p. 11 ( online ).
89. ↑ Deutsche Bahn AG (Ed.): High-probe measurement drives on the new Erfurt-Leipzig / Halle line very successful . Press release from October 1, 2014.
90. ^ ^{A b} Artur stamp: NBS Erfurt - Leipzig / Halle: Milestone for rail operations . In: Your train . tape 43 , no. 12 , 2015, ISSN  0172-4479 , p. 6-9 .
91. ^ Andreas Hoppe, Ole Fischer, Holger Meyer: ETCS Level 2 - from conception to the first train ride . In: Your train . tape 43 , no. 12 , 2015, ISSN  0172-4479 , p. 10-12 .
92. ↑ Tested and found to be good . In: DB World . No. 10 , 2015, p. 6 .
93. ↑ ^{a b} New high-speed railway line opened between Erfurt and Leipzig / Halle. Deutsche Bahn AG, December 9, 2015, accessed on December 13, 2015 . 
94. ↑ ^{a b c} New Erfurt - Leipzig / Halle line in operation . In: Eisenbahn-Revue International . No. 2 , 2016, p. 74-76 .
95. ↑ Ralf Penske: Ceremonial opening of the new ICE line Erfurt - Leipzig / Halle. In: wochenspiegel-web.de. December 10, 2015, accessed on January 5, 2017 (German). 
96. ↑ Commissioning of VDE 8.2 new line Erfurt - Leipzig / Halle . In: Electric Railways . No. 1-2 , 2016, pp. 19 .
97. ↑ DB Regio Nordost: Review and Outlook . In: Eisenbahn-Revue International . No. 1 , 2016, p. 50-51 .
98. ^ ^{A b} Tino Zippel: Problem with missing steel in the concrete . In: Ostthüringer Zeitung , Gera regional edition . June 17, 2015, p. 4 (similar version among other titles online ).
99. ^ Tino Zippel: Federal Railway Authority refuses to release the new ICE bridges . In: Thuringian General . June 6, 2015, p. 15 ( online ).
100. ↑ ^{a b c d} Tino Zippel: ICE route: Railway offers bridge reconstruction . In: Thuringian General . June 26, 2015, p. 4 ( online ).
101. ↑ ^{a b} Alexander Schierholz: Problems in concrete . In: Mitteldeutsche Zeitung . June 25, 2015, p. 20 ( online ).
102. ^ ^{A b} André Daubitz, Frank de Gavarelli, Marcus Schenkel: A major project on the home straight - the new line between Erfurt and Leipzig / Halle . In: Railway technical review . tape 64 , no. 12 , 2015, p. 33-42 .
103. ↑ Bernd Jentsch: Train journey without stop signal . In: Thuringian General . November 13, 2015, p. 11 (including titles online for a fee ).
104. ↑ ^{a b} VDE 8.2 new line Erfurt - Leipzig / Halle, commissioning (IBN), press conference. (PDF) Deutsche Bahn AG, September 18, 2015, accessed on November 5, 2015 . 
105. ↑ Federal Ministry of Transport, Building and Urban Development: Bundesverkehrswegeplan 2003. (No longer available online.) Archived from the original on September 24, 2010 ; Retrieved on November 18, 2015 (BMVBS main page on the Federal Transport Infrastructure Plan 2003). 
106. ↑ Federal Ministry of Transport, Building and Urban Development (ed.): Investment framework plan until 2010 for the federal transport infrastructure , April 2007.
107. ↑ Federal Ministry of Transport, Building and Urban Development (Ed.): Status report of traffic projects German unity . Status: June 2013. June 2013, ZDB -ID 2544199-1 , p. 5, 16 .
108. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from MPs Winfried Hermann, Dr. Anton Hofreiter, Rainder Steenblock, other MPs and the Alliance 90 / THE GREENS parliamentary group - printed matter 16/13302 - (PDF; 225 kB). Printed paper 16/13561 of June 18, 2009.
109. ↑ "Operational Program (OP) Transport Infrastructure ERDF Germany Target 1 2000-2006" ( Memento from January 20, 2008 in the Internet Archive )
110. ↑ Approvals EU Commission . In: verNETZt - information sheet on the Operational Program for Transport EFRE Federal Government 2007–2013 . No. 2 , 2009, p. 1 ( online PDF [accessed October 2, 2012]). online PDF ( Memento from December 10, 2011 in the Internet Archive )
111. ↑ Federal Ministry of Transport, Building and Urban Development (Ed.): Funds for rail lines and terminals from economic stimulus programs 1 and 2 . List (one page) as of July 29, 2009.
112. ↑ ^{a b} German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), Daniela Wagner and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/7247 - . Traffic effects of the German Unity Transport Project No. 8 after the overall commissioning in December 2017. Volume 19 , no. 7577 , February 7, 2019, ISSN  0722-8333 , p. 3 ( BT-Drs. 19/7577 ).
113. ↑ Deutsche Bundesbahn / Deutsche Reichsbahn (Ed.): Vision of an ICE line network in 2005 . In: Die Bahn informs , "Reprint June '93", p. 17.
114. ↑ ^{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 kB). Printed matter 13/2130 of August 10, 1995.
115. ↑ Deutsche Bahn starts modernizing its ICE-T trains. In: deutschebahn.com. December 6, 2013, archived from the original on December 18, 2013 ; accessed on December 25, 2016 (German). 
116. ↑ Alstom equips 40 Deutsche Bahn ICE 1 trains with ERTMS signaling technology. In: alstom.com. Alstom, September 24, 2014; archived from the original on November 5, 2014 ; accessed on December 25, 2016 (German). 
117. ↑ Closing the gap on VDE No. 8.2 enables the first test drive. Federal Ministry of Transport, Building and Urban Development, November 25, 2013, archived from the original on January 12, 2014 ; Retrieved December 25, 2016 . 
118. ↑ Manuel Rehkopf: Complete commissioning of the new / upgraded VDE 8 line, DB Fernverkehr AG service concept . Presentation, August 26, 2013, pp. 3, 4, 7.
119. ↑ Bernd Jentsch: Rapid journeys and sudden stops on the new ICE route . In: Thuringian General . March 23, 2016, p. 4 .
120. ↑ ^{a b} Dirk Skrzypczak: high-speed line The railway shows off its ICE line. In: mz-web.de. December 13, 2016, accessed December 18, 2016 (German). 
121. ↑ Andreas Dunte: The new ICE line to Erfurt is a hit - 40 percent more passengers . In: Leipziger Volkszeitung . December 9, 2016, ISSN  0232-3222 , p. 1 .
122. ↑ 100 days NBS Erfurt - Leipzig / Halle: interim balance and outlook . In: Eisenbahn-Revue International . No. 4 , 2016, p. 224 .
123. ↑ ^{a b c d e f g} ICE network 2019. (PDF) Valid from 09.12.2018 to 14.12.2019. (No longer available online.) In: bahn.de. DB Fernverkehr AG, December 2018, archived from the original on February 17, 2019 ; accessed on February 17, 2019 . 
124. ↑ New travel times and lines. In: vde8.de. Deutsche Bahn, accessed on February 17, 2019 . 
125. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from the MPs Stephan Kühn, Dr. Anton Hofreiter, Daniela Wagner, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 17/2826 -. Future development of the Leipzig railway junction (PDF; 133 kB). Printed matter 17/2939 of September 15, 2010.
126. ↑ Halle Hbf and VDE-8 new line closed for a long time . In: Eisenbahn-Revue International . No. 1 , January 2018, ISSN  1421-2811 , p. 10 .
127. ↑ 2020 timetable with four Flixtrain lines . In: The Railway Engineer . tape 70 , no. December 12 , 2019, ISSN  0013-2810 , p. 53 .
128. ↑ Change of timetable: more trains, more frequent connections. In: deutschebahn.com. Deutsche Bahn, October 10, 2019, accessed on October 11, 2019 . 
129. ↑ Target timetable Germany-Takt: First expert draft long-distance traffic. (PDF) SMA und Partner , October 9, 2018, accessed on October 21, 2018 (departure from Erfurt at minute: 31 to Halle, arrival: 59 (opposite direction from: 01, to: 29)
     departure from Erfurt to Leipzig at minutes: 07 and: 36, arrivals in Leipzig: 47 and: 16 (opposite direction from: 13 and: 44, arrival: 53 and: 24)). 
130. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft Saxony / Saxony-Anhalt / Thuringia. SMA und Partner AG, June 30, 2020, accessed on July 22, 2020 . 
131. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed on July 22, 2020 . 
132. ↑ The environmental groups: Einmündigunge rejection of Option 1 . In: Alliance 90 / Greens parliamentary group in the Saxony-Anhalt state parliament (ed.): In the intoxication of speed . Halle (Saale), 1993, pp. 25-31.
133. ^ Longest subway in Germany. In: Der Spiegel . October 24, 2011, accessed November 1, 2015 . 
134. ↑ Germany 21 without Erfurt? In: Frankfurter Allgemeine Zeitung . August 17, 2010, accessed November 1, 2015 . 
135. ↑ Will the train turn off the lights here soon? In: The time . July 17, 2015, accessed November 6, 2015 . 
136. ↑ Bahngipfel does not provide a solution for long-distance traffic in Jena, Saalfeld or Gera. In: Ostthüringer Zeitung . June 4, 2015, accessed November 6, 2015 . 

 Map with all coordinates: OSM | WikiMap

This article was added to the list of articles worth reading on December 3, 2015 in this version .