High-speed line from Nuremberg to Erfurt

	from Leipzig Hbf (high-speed route)
	from Halle (Saale) Hbf
191.078	Erfurt central station
	according to Bebra
190.175	EÜ Flutgraben II (30 m)
189.757	EÜ Schillerstraße (40 m)
188.121	EÜ Gera I (30 m)
186.961	EÜ Gera II (40 m)
185.804	Geratal Bridge Bischleben (323 m)
183.637	Augustaburg tunnel (1404 m)
182.638	Bebra – Halle (Saale) Hbf
	Apfelstädt valley bridge (232 m)
179.033	Molsdorf bridge (90 m), federal motorway 4
177.754	Geratalbrücke Ichtershausen (1121 m), A 71
	Gera
177.039	EÜ Arnstadt – Eischleben (40 m), L 3004
175.082	Eischleben ( exer )
170.000	Arnstadt – Saalfeld
169.773	EÜ Marlishausen – Arnstadt (54 m), L 1048
164.287	Behringen tunnel (463 m)
163.084	Wipfra valley bridge (172 m)
161.282	Sandberg tunnel (1320 m), federal highway 71
159.293	Humbach Valley Bridge (290 m), Bundesstrasse 87
	Humbach
157.403	Röstal Bridge (120 m)
155.441	Wümbachtal Bridge (570 m)
154.224	Ilmenau-Wolfsberg (practice)
151,385	Ilm Valley Bridge (1681 m), Bundesstrasse 88
	Ilm
	Ilmenau-Großbreitenbach
150.743	Tragberg tunnel (500 m)
149.538	Lohmeberg tunnel (688 m)
149.432	Schobse valley bridge (87 m)
147.753	Brandkopf Tunnel (1493 m)
147.552	Wohlrose valley bridge (150 m)
140.114	Silberberg tunnel (7407 m)
139.556	Oelzetal Bridge (370 m)
138.023	Fleckberg tunnel (1490 m)
137.783	Massetal (Üst)
137.131	Massetal Bridge (385 m)
135.972	Masserberg tunnel (1051 m)
135.739	Rehtal Bridge (203 m)
135.110	Rehberg tunnel (602 m)
134.779	Dunkeltal Bridge (291 m)
	Vertex	603 m
134.363	Grubental Bridge (215 m)
133.180	Goldberg Tunnel (1163 m)
133.100	Saubach Bridge (55 m)
124.745	Bleßberg tunnel (8326 m)
124.054	Truckenthal Viaduct (425 m)
123.310	Theuern ( exer )
121.363	Baumleite tunnel (1317 m)
120.161	Grümpentalbrücke (1104 m)
	Eisfeld – Sonneberg railway line
	Bundesstrasse 89
	Grumble
118.940	Müß tunnel (745 m)
117.357	State border Thuringia / Bavaria
116.180	Viaduct Froschgrundsee (798 m)
115.508	Pöpelholz Viaduct (306 m)
111.693	Reitersberg tunnel (2975 m)
111.377	Fornbach Bridge (150 m)
109.520	Esbacher See Abzw
	Connection curve to Herzogsweg (Abzw)
107.714	Itztal Bridge (868 m)
	Coburg-Ernstthal on the Rennsteig
	Itz
106.680	Rödental ( Exercise )
105.058	Feuerfelsen tunnel (1043 m), federal highway 73
104.258	Kiengrund Bridge (108 m)
102.638	Rennberg Tunnel (1072 m)
101.183	Füllbachtal bridge (1012 m)
	Eisenach-Lichtenfels
	Füllbach
101.125	Höhnberg tunnel (824 m)
	Creidlitz – Weißenbrunn am Forst
100,301
	Connecting curve from Creidlitz
99.780	Weißenbrunn am Forst ( Abzw )
98.263	Weißenbrunn am Forst valley bridge (614 m)
97.369	Mühlbach Bridge Untersiemau (175 m)
95.317	Lichtenholz tunnel (931 m), federal road 289
92.693	Kulch tunnel (1331 m)
91.771	Stadelbach Bridge (90 m)
87.365	Eierberge Tunnel (3756 m)
87.129	Flood trough bridge Wiesen (88 m)
85.875	Main bridge Wiesen (219 m)
	from Hof Hbf
80.277	Unterleiterbach ( Exercise )
	to Nürnberg Hbf

The high-speed line Nuremberg – Erfurt is a 190 km long railway - high-speed line of the transport project German Unity No. 8 . It consists of an upgraded line between Nuremberg and Ebensfeld and a new line between Ebensfeld and Erfurt .

Planning began in 1991 and construction began in April 1996. In 1999, the red-green federal government at the time stopped construction because of the high costs of the project, which was estimated at seven to eight billion D-Marks . In 2002 the construction freeze was lifted. The new line was commissioned when the timetable changed on December 10, 2017. The existing line, which has been expanded by two tracks, will follow in sections. Complete completion is not expected before 2028 . The shortest travel time between Nuremberg and Erfurt has been reduced from three hours to around 65 minutes. Template: future / in 5 years

According to the federal government, 3 Billion euros of the estimated total cost of 5.3 Billions of euros invested ( dynamic planning, land acquisition and construction costs). This would mean investments of around 2.3 Billion euros still out. This total includes the new and upgraded route as well as the freight train route in Fürth.

Among other things, the project was controversial due to its high costs, its transport benefits and extensive ecological interventions. With the realization, the Thuringian state capital Erfurt was upgraded in terms of traffic, but the traditional connection between Bamberg and the Halle / Leipzig conurbation was weakened by the populous Saale Valley in long-distance passenger transport. This led to numerous protests by neighbors , nature conservationists and local politicians who saw the railway junctions such as Lichtenfels , Saalfeld or Jena with the supra-regional connection at risk or who advocated an ICE stop in Coburg .

history

background

A railway line between Berlin and Munich was already included in the German railway network proposed by Friedrich List in 1833 . The line between Erlangen and Ebensfeld planned as an upgraded line was built in the 1840s on the current line as part of the Ludwig-Süd-Nord-Bahn . The current route, which has been continuously navigable since 1851, did not go back to uniform traffic planning, but was a consequence of the network development determined by regional interests from 1840. Since then, line improvements and technical developments have taken place. After the end of the division of Germany , the existing lines were restored, renovated and electrified.

According to information from Deutsche Bahn, there was a need to build a new line and a. from traffic forecasts, which indicated a sharp 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 is u. a. unsatisfactory as a result of heavy use and long downtimes, its expansion hardly possible. Line improvements are usually only possible with a heavy burden on the ecology and - due to the sometimes dense population and routes in narrow valleys - with major interventions in the existing development. The requirements for a modern rail route in terms of travel times and achievable speeds could not be met on the existing routes.

In mid-March 1991, the Deutsche Bundesbahn surprisingly announced that it had received a planning order from the Federal Ministry of Transport for a new line between Bamberg and Erfurt.

Traffic forecasts from the early 1990s assumed a north-south traffic load for 2010 that the existing routes could no longer cope with. The operating concept for this target year envisaged 108 trains per day and direction for the new route, 24 of them for long-distance passenger traffic and 84 freight trains; an interregional line (Karlsruhe – Stuttgart – Nuremberg – Erfurt – Leipzig ) should be run every two hours and an IC / ICE line Munich – Erfurt – Berlin every hour on the new line, the old lines ( Saalbahn and Frankenwaldbahn ) should be served via an interregional line . The interregional trains on the new line should stop in Coburg and Ilmenau while the IC / ICEs (with the exception of individual stops on the edge of the day in Coburg) pass between Bamberg and Erfurt. The IR travel time from Ilmenau to Bamberg should be 25 minutes, to Erfurt 20 minutes.

The straight line distance between Nuremberg and Erfurt is around 175 kilometers, the travel time in 2009 was around two and three quarters of an hour.

Decision to build

Today's new and upgraded route goes back to a decision by the federal government on the German unity transport projects, which was adopted in April 1991 and laid down in the 1992 Federal Transport Infrastructure Plan. The new and upgraded line was included as a new project with planned total costs of 4.175 billion DM in the area of the former Federal Railroad and 3.020 billion DM in the area of the former Deutsche Reichsbahn (price as of January 1, 1991). The first Thuringian Prime Minister, Josef Duchač , spoke to Federal Transport Minister Krause for the large-scale route over Erfurt.

The construction of the line was laid down in the Federal Railways Expansion Act. The law of November 15, 1993 came into force on November 25, 1993, following the approval of Parliament.

In 1994 the line became part of the newly created Trans-European Corridors (Berlin – Verona) at the EU summit in Essen .

planning

Variant discussion

In the preliminary planning for the new line between Ebensfeld and Erfurt, a total of seven different variants were examined, three of which were included in the spatial planning process for the areas of Coburg and southern Thuringia. In February 1992, the Deutsche Bundesbahn presented three variants: One was to come off the existing line north of Lichtenfels and lead via Rödental and Stadtilm to Erfurt. The second variant would have branched off north of Staffelstein , run parallel to the planned motorway through Coburg and from there would have taken the route via Großbreitenbach and Stadtilm to Erfurt. The third variant provided for an extension north of Ebensfeld with a route over Coburg, Eisfeld , Großbreitenbach and Arnstadt . The line was to merge into the existing Eisenach – Erfurt line at Möbisburg .

Critics of the project suggested an eastern route via Bayreuth and Hof through eastern Thuringia and western Saxony, with a connection from Leipzig and Dresden . After testing, this variant was rejected, as was a variant along the existing route with an approximately 42-kilometer tunnel in the Franconian Forest . Others suggested an eight-kilometer tunnel to pass under the apex.

For the crossing of the Thuringian Forest, Deutsche Bahn also considered a base tunnel of 24 kilometers in length. According to the railway, this alternative was discarded due to high groundwater pressures in the area of the water-bearing transverse valleys, the undercutting of the dam target of the Goldisthal pumped storage plant (this would have involved additional sealing of the pipes) and the much more complex safety concept.

Pre-planning

The preliminary planning was started in the summer of 1991 by the Deutsche Reichsbahn . A preparatory study was submitted to the central headquarters of the Deutsche Reichsbahn (ZHvDR) in November 1991. It served as the basis for the preliminary draft planning drawn up by PB DE from the beginning of 1992 , which the ZHvDR confirmed 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 scale of 1: 100 000 carried out a large-scale corridor investigation 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. According to the planning status from mid-1991, commissioning should take place by the year 2000 if possible.

The preliminary draft planning from 1992 was based on a 250 km / h passable distance with a travel time between Nuremberg and Erfurt of 75 minutes. The planned costs were eight billion Deutschmarks (around four billion euros). The construction of the line was supposed to start as early as 1993; 80 passenger trains were to run during the day and 200 freight trains at night. In 1992, five variants were presented in a 20-kilometer-wide corridor, one of which was immediately rejected. A route through Coburg was also considered, including the demolition of existing buildings. Initially, the use of the existing line to Coburg with the subsequent new line was considered to be the cheapest option. The Thuringian Forest should be crossed at its narrowest point. No stop was planned in Coburg. A citizens' initiative Coburg citizens collected 13 000 signatures against the route.

Spatial planning and routing

Location of the new and upgraded route (orange) in the existing network

State planning assessment of Bavaria from July 30, 1993 (full text)

On October 5, 1992, the board of directors of the Federal and State Railways decided to route the new line. The regional planning procedure was initiated on October 20, 1992. The Free State of Bavaria submitted its opinion on March 1, 1993. He confirmed that two variants were compatible with the goals of regional development . The main stipulations were an ICE stop in Coburg, the replacement of dams with bridges in ecologically sensitive areas, the relocation of the planned Dörfles-Esbach overtaking station to the south and the narrowest possible crossing of the Main Valley north of Ebensfeld. A variant that had planned to drive through Coburg was abandoned in this context. In its statement of April 20, 1993, the state of Thuringia u. a. an interregional stop in the Ilmenau area, a shift of the route in the Gehren / Gräfinau-Angstedt area to the west, the western bypass of Molsdorf to protect the drinking water catchment area of Erfurt and the bundling of traffic routes with the A 71 between Erfurt and Ilmenau. The plan approval procedure (status: mid-1994) should be carried out in this section for both traffic routes in accordance with railway law.

Between Ebensfeld and Erfurt, three different route variants were examined with a width of around 20 kilometers. The application documents for defining the route for the new lines were submitted to the Federal Ministry of Transport in 1994, which confirmed the route on June 23, 1994 (other source: May 1994); the Federal Environment Ministry issued conditions .

The new line crosses the Werra Railway at NBS kilometers 38.0. A connection between the new line and the Werra Railway between Grümpen and Rauenstein was taken into account in the planning approved. The effort of at least 150 Millions of euros were classified as too high, so the plans were not pursued any further.

Plan approval procedure

The plan approval procedures in the ten plan approval sections (including the traction power line) were initiated from December 1993. On May 3, 1994, the first hearing process for the Zapfendorf – Grub am Forst section began, in which 8,000 objections were dealt with. By the end of 1994, nine out of ten procedures had been initiated, the last section followed in 1995. The first joint plan approval procedure in the bundling section with the A 71 was initiated in January 1995. In 1995, construction work on the new line was expected to begin in the same year. Various lawsuits were brought against the project, which were also brought before the Federal Administrative Court .

Owing to the adoption of the new roads in the former East Germany Transport Infrastructure Planning Acceleration Act , the first was at the end of 1994 planning approval for the section Erfurt- Arnstadt apply. The planning approval decisions for the new line were issued between May 24, 1995 and April 15, 1997. In mid-1996 the building rights for 75 kilometers of the new line and 25 kilometers of traction power lines were in place. The resolutions were final in 1998 with the exception of the Erfurt Stadt and Bad Staffelstein sections . In mid-2007 the building permit for all sections was available. The planning approval decision for the southern traction power line of December 19, 1995 lost its validity due to the fact that construction had not started within the limited period of validity. For this reason, a new planning approval was applied for in 2012 for the southern traction power line to the Roth substation.

Construction freeze

The coalition agreement of the red-green federal government of October 20, 1998 envisaged the examination of the Saxony-Franconia main line as an alternative to previous project planning. The coalition agreed to review the Nuremberg – Erfurt project.

On March 30, 1999, a construction stop for a section of the new line was announced. The planning company Bahnbau Deutsche Einheit justified this with a missing financing agreement with the federal government. Around 650 Millions of D-Marks had been invested in the project by the railway company. The Federal Ministry of Transport emphasized that the project would be checked again and that the results would be available within weeks. At the end of May 1999 it became apparent that the project would not be implemented in the planned form, particularly due to the need to save money.

On July 7, 1999, the then Federal Transport Minister Franz Müntefering informed the then Bavarian Prime Minister Edmund Stoiber that the new and upgraded line would not be built for the time being. Due to the high costs of the project, which is estimated at seven to eight billion D-Marks, other transport projects in northern Bavaria, Saxony, Saxony-Anhalt and Thuringia would have been impossible. The scarce available funds must be used as efficiently as possible, said Müntefering. In coordination with Deutsche Bahn, the federal government is pursuing a new strategy in which “the focus should be placed on the maintenance and upgrading of existing lines much more than before”. The section between Erfurt and Arnstadt should be "connected in a qualified intermediate step to the existing line between Arnstadt and Saalfeld". Trains near Arnstadt were to be routed via a connecting curve to the Saalbahn in Saalfeld and from there to Nuremberg. The travel time from Erfurt to Nuremberg should be reduced from 186 to 143 minutes. A continuation of the construction work through the Thuringian Forest was kept open. The Supervisory Board of Deutsche Bahn decided not to pursue the project any further for the time being. Other alternative plans provided for the Erfurt – Arnstadt– (Saalfeld) section to be driven with regional diesel multiple units. The Saxony-Anhalt Transport Minister Jürgen Heyer called for the new line to be built over its full length with one track. The construction freeze led to disputes within the then CDU / SPD state government in Thuringia. Prime Minister Vogel (CDU) was unable to assert himself at a cabinet meeting with his stance that the federal government should correct the decision. It became a subject of the Thuringian state election campaign in 1999 , in which Prime Minister Vogel repeatedly criticized the federal government for this decision.

At the beginning of 2000, plans were announced to gradually continue to realize the route. First of all, the section between Erfurt and Ilmenau was to be completed and a decision to continue to build towards Ebensfeld should be made at a later date and after further testing. At a joint cabinet meeting at the end of March 2000, the state governments of Bavaria and Thuringia called for the construction stop on the line to be lifted immediately and the line to be completed by 2007. They declared their willingness to support the project with 50 million Deutschmarks.

In mid-March 2002 the federal government lifted the construction freeze and announced that it would quickly arrange the financing with Deutsche Bahn. 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. The German rail welcomed the decision. At the end of February 2002 the then Transport Minister Bodewig had left the project open.

Operating concept

Two ICE Sprinters on the Truckenthal Bridge in front of the Bleßberg Tunnel (March 2018)

Forecast train numbers
year	Freight trains	Passenger trains
1995	214	48
2010	169	40
2013	131	40

The new line is based on an operating concept with up to 137 trains per day and direction.

In 2009, it was planned to offer ICE Sprinters every hour in long-distance transport . The federal government assumed an ICE line (Berlin – Munich) with around 20 trains and 70 freight trains per day and direction. An hourly service should also be set up with a transport service “below the ICE standard”. In the documents of the plan approval from 1995 it says:

"The future operating program provides for the following stops for long-distance traffic (ICE network) and regional traffic (IR network):

ICE stops: Nuremberg, Bamberg, Erfurt, also in the outskirts of Erlangen and Coburg,
IR stops: Nuremberg, Erlangen, Bamberg, Coburg, Ilmenau, Erfurt. "

According to the planning status of 2007, Coburg and Ilmenau should be served by some ICE trains in the outskirts of the day (morning, evening) (status: September 2007). Deutsche Bahn estimates that the extended travel time due to an ICE stop in Coburg is ten minutes. According to information from the federal government in 2006, the operating concept provides for nine daily train pairs for Coburg. A guideline for setting up an ICE system stop in Coburg is an boarding of at least 60 passengers per train. A reactivation of the Werra Railway between Eisfeld and Coburg is being discussed in order to upgrade Coburg as an ICE stop with those changing from southern Thuringia. The estimated cost is at least 60 Million Euros.

According to representatives of the state of Thuringia and the city of Ilmenau, the original plans of offering regional transport on the high-speed route have not been pursued by their side since 2008. As a result, the Ilmenau-Wolfsberg passenger station was taken out of planning by a plan change in 2011. The Ilmkreis sued the higher administrative court against this change in plan . According to DB information, the infrastructure required for passenger train stops can be upgraded later.

The federal government goes from 1.8 Millions of additional travelers per year after completion with an increase in traffic performance of almost 800 Million passenger kilometers. The forecast assumes a shift of around one million passenger journeys from the road and around 700 000 from air traffic (as of 2006). The DB Netz AG plans (as of 2002), after the opening line revenues amounting to 37.3 To achieve millions of euros per year.

The around 80 freight trains per day and direction planned for the route in the federal traffic route planning should run mainly between 10 p.m. and 6 a.m. Between 6 a.m. and 10 p.m., one route should be available for freight traffic per hour and direction . In order to achieve full freight transport capacity, the expansion of the Fürth junction (including the planned freight train tunnel ) must be completed as well as the four-track expansion between Ebensfeld and Nuremberg.

The traffic forecast for the 1992 Federal Transport Infrastructure Plan envisaged 24 long-distance passenger and 90 freight trains per day and direction for 2010 on the new line. In mid-1994, Deutsche Bahn reckoned with 24 long-distance passenger and 55 freight trains. The segregation of fast and slow traffic ( network 21 ) is not yet taken into account.

Deutsche Bahn plans to have one ICE train per hour and direction on the route by 2030. An operational study from 2008 assumes three possible freight train paths per hour and direction with ongoing passenger traffic. In fact, freight train journeys are now only permitted between 10:00 p.m. and 6:00 a.m.

As part of the Federal Transport Infrastructure Plan 2030 , individual further measures to increase speed are planned. In addition to and expansion of VDE 8.1 measures, a travel time of less than 60 minutes is to be made possible between Nuremberg and Erfurt. These measures are expected to cost around 110 million euros and must be examined as part of the preliminary planning.

The first expert draft submitted in 2018 for the target timetable for the Deutschland-Takt provided for at least two and a half long-distance trains per hour and direction for 2030: A 300 km / h line achieved a scheduled travel time of 60 minutes between Nuremberg Central Station and Erfurt Central Station without intermediate stops. A line with a speed of 250 km / h, with stops in Bamberg and Erlangen, took 74 minutes. An hourly line of the simple, 160 km / h long-distance traffic should run between Nuremberg and Coburg in 71 minutes with five stops, a connection to Erfurt should take place every two hours with a 40-minute journey time. In the 2nd expert draft submitted in May 2019, 56 minutes travel time is now provided for the fastest trains. In the third expert draft submitted in June 2020, two and a half long-distance trains per hour and direction are still provided (with travel times between 56 and 83 minutes), supplemented by an hourly regional transport service south of Coburg and a two-hour service north of it.

Commissioning planning

The planned time of commissioning has been postponed several times in accordance with the planning changes and the temporary suspension of construction work. After initial planning, the new line was expected to go into operation in 2004 in July 1997. After the resumption of financing, the Federal Government and Deutsche Bahn AG announced the completion date for the new line in December 2006 as 2016. Previously, in May 2006 to a written question of the parliamentary group of the Greens , the year 2020 has been called, at the opening of the new Nuremberg-Ingolstadt by Federal Transport Minister Wolfgang Tiefensee , the year 2016/2017 were also called for the commissioning of the track. This period also saw the provision fell from 29 million euros for the new line from the stimulus package I . In December 2006, a parliamentary support group was founded for the “completion of the German Unity Transport Project No. 8 “from over twenty members of the German Bundestag. The parliamentarians wanted to work for an accelerated completion of the route. In April 2007, Minister of Transport Tiefensee confirmed to the group of supporters that it would be completed by 2016, and in May 2008 the parliamentarians stated in a press release that 2017 would be the time of completion. According to information provided by Deutsche Bahn in 2009, the structural engineering options for the fastest possible realization of the route have been exhausted; which is why an additional use of funds would not lead to any earlier commissioning.

In July 2015, the date for the start-up in December 2017 was considered by DB to be tenable if no major delays would occur. The connection of the new line to the existing line near Bamberg was viewed as endangered due to a lawsuit by a nature conservation organization. The new Ebensfeld – Erfurt line was commissioned when the timetable changed on December 10, 2017.

New Ebensfeld – Erfurt line

The construction kilometer 0.0 of the new Ebensfeld – Erfurt route was in Ebensfeld at kilometer 20.4 of the Bamberg – Hof route. The end was in Erfurt at the entrance signals of the main station.

The route is 107 kilometers long, 34 kilometers of which are in Bavaria and 73 kilometers in Thuringia . The alignment takes place with a maximum incline of 12.5 ‰, in sections up to 20 ‰, as well as with a standard radius of 6300 meters and a minimum radius of 3700 meters. The standard rounding is 25,000 meters, the minimum value is 22,500 meters. It crosses the Thuringian Forest over a length of 27.4 kilometers between Truckenthal and Ilmenau and temporarily rises to a height of up to around 600 meters above sea level . In this section there are nine tunnels with a total length of 22.7 kilometers (83 % Of the total length). The transverse valleys in between are crossed by nine bridges. The apex of the route is at Goldisthal at a height of 603 meters, between the Grubentalbrücke and the Dunkeltalbrücke . Since 46 kilometers of the route to more than 400 m altitude, appropriate preparations have been made for winter operation. For this purpose, snow clearing vehicles are stationed in Erfurt, and in the Thuringian Forest, snow catching devices have been set up as well as four weather stations along the route.

The design speed is 300 km / h. The planned maximum line speed was initially 250 km / h and later also increased to 300 km / h increased. For the regional traffic planned since 2016 south of Coburg, the maximum speed limit will be 250 km / h reduced. The decisive factor is the compressive strength of the regional trains used.

More than fifty percent of the route consists of engineering structures - a new record for new routes in Germany. The planned 22 tunnels have a total length of 41 kilometers, of which the two longest are the Bleßberg tunnel with 8,326 meters and the Silberberg tunnel with 7,407 meters. The planned 29 viaducts have a total length of 12 kilometers, the longest will be the Ilm valley bridge at 1681 meters. In addition, 46 road and path flyovers are planned.

The relevant maximum longitudinal inclination is 12.5 Per mille. In four short sections, a brief increase to 20 Per mille planned. This affects four signal locations in the direction of Ebensfeld, taking into account the minimum speeds to be observed, the maximum train weight, depending on the locomotive, is between 1035 and 1270 tonnes; higher masses can also be permitted on a case-by-case basis. Changes to the signaling should enable 1500 t maximum load in 2019. Costs of one million euros are expected. If such sections were not yet planned according to the planning status from spring 1994, then in mid-1994 seven such sections with longitudinal inclinations between 17.78 and 20.0 per thousand at lengths of 400 to 1100 meters were planned. In 1993, with a maximum longitudinal inclination of 1.25 percent, tensile loads of up to 1715 t were planned. According to Deutsche Bahn information from 2019, 1200 tonnes was the maximum weight of a freight train customary in the early 1990s.

The traction power is supplied via three new substations in Roth , Ilmenau and Eischleben , which are connected to the traction power network by two new spur lines. The existing Ebensfeld substation will be expanded to supply energy to the new line. There is no mass balance for the earth masses, which is why for about 16 Million cubic meters 24 landfills will be created. At Masserberg, for example, it costs 1.8 Million cubic meters of a 54.8 hectare , maximum 27 meter high earth dump.

The permanent space requirement for the new line is around 435 hectares. A total of around 1200 hectares are required in the construction phase. Around 990 hectares of compensation areas are planned.

Route description Erfurt – Ilmenau

From Erfurt main station , the line runs west on the northern side of the Geratal, parallel to the tracks of the Thuringian Railway . She separates from this before Erfurt-Bischleben in order to disappear into the Augustaburg tunnel after bridging the river and road . After the tunnel, the route swings in parallel to the federal highway 71 towards the south. First, next to the motorway to the west, the Apfelstädt , a country road and the Thuringian Railway are crossed on the Apfelstädttalbrücke . This is followed by the Geratalbrücke Ichtershausen , which connects the A 4 at Kreuz Erfurt , the A 71 in a dragging cut and again bridged the Gera. This is followed by the 23 km long bundling section on the western side of the A to Neuroda 71 with a route distance of 40 meters. With the Sandberg tunnel , which connects the A 71 crossed, the routes separate. This is followed by an approximately seven-kilometer section with the Wümbach valley bridge to the new Ilmenau-Wolfsberg train station . After Ilmenau, the technically complex crossing of the Thuringian Forest takes place with nine tunnels with a total length of more than 22 kilometers.

construction

Earthworks in the future overtaking station Theuern , view from the station over the Truckenthal to the Bleßberg

View in July 2012 to the highest point on the route from the south portal of the tunnel Rehberg on dark Viaduct , Nick Kohlitschberg, mining Viaduct and Tunnel Goldberg

Long rail unloading near Coburg, November 2013

New line north of Ebensfeld, with a construction switch and a track leading to Bamberg (2016)

With the symbolic laying of the foundation stone for a bridge on the state road Rudisleben - Kirchheim over the future Eischleben overtaking station , construction work on the new and upgraded line began on April 16, 1996. At the same time, construction of the federal motorway 71 (VDE project no. 16) celebrated. The groundbreaking ceremony was carried out by Federal Transport Minister Matthias Wissmann , Thuringia's Prime Minister Vogel and the Bavarian Minister for Economic Affairs Wiesheu gave speeches - amid loud protests from environmentalists. The guests at the time also included the head of the railway company, Heinz Dürr.

The construction work initially concentrated on the "bundling section" with the A 71 between Erfurt and Arnstadt. Almost 37 kilometers of planum between Erfurt and Ilmenau were under construction from April 1996 and almost completed by the end of 2005. These include the Augustaburg , Behringen and Sandberg tunnels as well as the 1,100-meter-long Geratalbrücke Ichtershausen and the 570-meter-long Wümbachtalbrücke.

At the beginning of December 1998 a newspaper reported that the Federal Ministry of Transport had issued an order freeze for the southern part of the new line, while further action was being examined. The northern section, which is bundled with the A 71 was routed was not affected. After the Federal Ministry of Transport initially stopped the construction work in July 1999, mainly only preparatory measures were carried out in 2003 and 2004 due to the tight budget.

In 2001, construction work began on the approximately seven-kilometer-long integration of the new line in the Erfurt junction. In 2005, the excavation of the intermediate access tunnel Stelzen of the Bleßberg tunnel began, and around 20 kilometers of construction roads were laid in the Thuringian Forest. In November 2005, the first construction phase with the associated platforms went into operation in Erfurt main station. At the end of 2005, the Itztal Bridge , the neighboring 221-meter-long tunnel connecting the Dörfles-Esbach curve and a road overpass were in the shell of the Coburg .

The project has been monitored and managed by DB ProjektBau since 2003 . From 2000 to 2002, DB Projekt Verkehrsbau , and before that the planning company Bahnbau Deutsche Einheit, was entrusted with the administration of the project.

In June 2006, preparations for the Grümpental Bridge began . Your arch has a span of 270 meters. The Froschgrundsee viaduct followed in autumn with the same span. At the end of 2006, the Truckenthal and Pöpelholz valley bridges were awarded. In addition to two kilometers of planum following the Itztal bridge in the direction of Erfurt, work on a 4,300 meter long section of the Bleßberg tunnel was tackled. On March 30, 2008, the Bleßberg cave , a large stalactite cave , was discovered during excavation work on the Bleßberg tunnel .

In April / May 2007, the preparatory work for the construction of the Ilm valley bridge began. At the end of May 2007, Deutsche Bahn put out a tender for the construction of a one-kilometer section with the Tragberg tunnel across Europe, and construction of the Füllbachtal bridge began . In the Coburg area, construction work on the loops at Grub am Forst and Dörfles-Esbach as well as the Froschgrundsee and Pöpelholz valley bridges has been underway since September 2007 at the latest .

On February 29, 2008 the Müß tunnel was opened . Early April 2008, announced the German track, the tender for the construction of the tunnel Masserberg , Rehberg , Kulch , light wood and the bridges Dunkeltal , Rehtal and Mühlbachtal for September and November of 2008. By the end of 2008, all major engineering structures should have been awarded and construction work on all "engineering structures that determine the construction period" should be ongoing. At the end of January 2009, the DB put out the route kilometers 15.8 to 18.0 (near Coburg) and the first 1.8 kilometers of the Coburg southern connection, each with a tunnel. In July 2009, the invitation to tender for integration into the Erfurt node followed. This took place during ongoing operations over nine construction stages and was completed in November 2017 with the signaling integration.

Due to the long construction period, the railway already included the structures that had already been erected in the regular maintenance program in order to ensure their functionality when the line was opened. Early use of the section between Erfurt and Ilmenau and further modifications of the project have meanwhile been proposed, but rejected by the railway. On the one hand, regional traffic was not ordered by the state of Thuringia, and on the other hand, the control and safety technology to be installed would then be out of date when the entire route was opened and would have to be replaced. Costs and benefits are disproportionate to each other.

In 2008, construction work began on five bridges and five tunnels on the new line. On September 30, 2011, the Höhnberg tunnel was officially installed as the last of the new line.

In Püchitz the new line by mid-2010 were during archaeological excavations in the wake of the largest North Bavarian reference Bandkeramik time around 20 000 pieces exposed.

Between August 2010 and November 2013 the slab track and the overhead line should be installed in the northern section Ilmenau – Erfurt, between December 2012 and December 2015 in the central section Coburg – Ilmenau and between January 2013 and December 2015 in the southern section Bad Staffelstein – Coburg. The orders, which include the slab track including the mast foundation for the overhead contact line and wind and noise protection equipment, were for the 44-kilometer middle section for around 104 Million euros and the approximately 22-kilometer southern section for around 60 million euros.

On September 9, 2010, the construction of the superstructure and catenary in the 32.5 kilometer section between Erfurt and Ilmenau officially began. For the two-year construction work, 110 Million euros.

The excavation of the five remaining tunnels at the time began in the course of 2011. At the end of 2011, around 1,500 people were working on the new line.

With the breakthrough of the Höhnberg tunnel in August 2012, the 25th and final tunnel breakthrough of the new lines of the VDE traffic project was achieved 8 are celebrated.

Gap closing ceremony at the Müß tunnel on September 9, 2016

In the Ebensfeld / Unterleiterbach area, work began in the first half of 2013.

In June 2013, the Dörfles-Esbach connecting curve was connected to the existing network in order to be able to deliver the tracks for the construction of the line. The rails of the new line come from several large German rail works and are brought onto the line by freight trains from Coburg and Erfurt, among other things. At the end of November 2014, Deutsche Bahn announced that all 29 bridges on the new line had been completed.

In September 2014, the technical equipment of the line began, especially the laying of cables. According to the Deutsche Bahn AG, the work should be completed in September 2015. In 2015 and 2016 track equipment followed (especially ETCS and telecommunications).

The construction work on the route was completed in mid-October 2016 to such an extent that the high-speed measurement runs could begin. The line's control and safety technology was installed by March 2017; then the acceptance took place until the end of August.

Provisional end of the earthworks route near Langewiesen in 2006. The Ilm Valley Bridge joins here on the right .
Future overtaking station Ilmenau-Wolfsberg (November 2006)
Bundesautobahn 71 and new line in the Wipfratal, behind it the northern entrance to the tunnel Sandberg (May 2006)
New line in the Wipfratal in April 2013
Section between the Lichtenholz tunnel and the Mühlbach bridge
Section between the Augustaburg tunnel and the Geratal bridge in Bischleben

Information center

Goldisthal information center

In Goldisthal there was an information center on the route in the old school building of the community between November 2008 and August 2018. Around 10 000 people visited the exhibition each year. In October 2009, at 50 ° 30 '44.6 " N , 10 ° 59' 38.1" E, coordinates were 50 ° 30 '44.6 " N , 10 ° 59" 38.1 " E between the Dunkeltalbrücke and the Grubentalbrücke - two viewing platforms set up at the highest point of the route. There were further information points on the new line in Bad Staffelstein and Coburg. 50.512388888889 10.993916666667

Accidents

On July 24, 2008, the arch of the Truckenthal viaduct , which was under construction, sagged as a result of a technical defect on an auxiliary support. Nobody got hurt. As a result, construction work was initially stopped, one pillar including the arch section was blown up on January 28, 2009 and then removed.

During the construction of the Ilm Valley Bridge on September 1, 2008, one construction worker was killed and three (some seriously) injured when a scaffolding with a reinforcement cage collapsed in the incremental launching system.

While unloading noise barriers, a truck driver was trapped and seriously injured on September 25, 2014 near Roth (near Schalkau) at kilometer 120.04.

While a work train was traveling the route at night in April 2016 between Ilmenau-Wolfsberg and Theuern at route kilometer 140, a shunter was fatally injured when the work train collided with a parked RoLa car .

Installation

Tunnel cleaning train in front of the Eierberge tunnel, June 2016

In February 2016, the first radio test runs were carried out on sections of the new line at a maximum speed of 20 km / h. The first test drives took place in May 2016. At the end of August 2016, the contact line was put into operation on a permanent basis. The symbolic closing of the gap was celebrated on September 9, 2016. On October 17, 2016, the high-speed rides began. Initially there were 160 km / h, the speed was then increased in 20 km / h steps to 330 km / h increased. The subsequent data evaluation took several months. After the provision of the control and safety technology from April 2017, further operational tests, approvals and approvals including ETCS test drives were carried out until the end of August. As the first test train, on May 16, 2017 at around 4 p.m., an Itino diesel multiple unit of the Erfurt Railway, which had been retrofitted with measurement technology and lighting, traveled the entire route for video recordings for the train drivers' route knowledge. The approval runs for a total of nine series of Deutsche Bahn took place.

Since the ETCS train control system went into operation in August, all journeys on the route have been controlled from the Leipzig and Munich operations centers. At the same time, a test program began with scenarios for dispatchers, train drivers and maintenance staff. In this operation without passengers, the train drivers were also trained on the route. The route discovery drives should be completed at the end of September 2017.

Ten exercises for rescue workers were planned from March 2017. A major exercise took place in the Reitersberg tunnel in March 2017. The emergency exercises on bridges and tunnels continued until November.

On June 16, 2017, the official premiere of the ICE Wittenberge took place in the presence of railway boss Richard Lutz . On August 30th there was another presentation trip between Erfurt and Bamberg with Federal Transport Minister Dobrindt and DB board member Huber in a modernized ICE 3 .

As of August 22, 2017, the trial run began under ETCS safety responsibility.

In November 2017, the main train stations in Leipzig, Halle and Erfurt as well as the new Erfurt – Halle / Leipzig line, which was already in operation, were again completely closed for commissioning measures.

Arrival of the opening train on December 8, 2017 with politicians in Berlin Hbf

On December 8, 2017, the Federal Railway Authority issued the commissioning permit for the new line. The ceremonial commissioning took place on the same day. For this purpose, two special trains ran over the new line and together reached Berlin Central Station. a. Federal Chancellor Angela Merkel and Railway Chief Richard Lutz . In addition to the festive event in Berlin, regional opening ceremonies took place in Nuremberg, Erfurt, Leipzig and Lutherstadt Wittenberg.

Since the timetable change in December 2017, 35 ICE trains have been running daily on the new line. On working days between Berlin and Munich up to 10 000 additional seats offered, in particular through the use of longer trains; the market share of the railways is to double on this relation to 40 percent. A total of 17 Millions of people should benefit from shorter travel times and new direct connections.

business

An exception permit from the Federal Ministry of Transport allows operation at 300 km / h.

As a result of the overall project for the new and upgraded line, the volume of passenger traffic is to increase by around 3.1 million journeys per year, and the volume of goods traffic by 2.9 billion tonne-kilometers.

By October 2018, more than four million travelers were counted on the route. The expectations of Deutsche Bahn were thus clearly exceeded. The demand for tickets is as high as between Frankfurt and Cologne, one of the busiest axes in Germany. With the timetable change in December 2018, the offer of around 20,000 seats on normal working days should be expanded by another 25 percent through the use of the ICE 4. In 2018, a total of 4.9 million long-distance passengers traveled the new line.

In 2018, 1.6 million train kilometers of long-distance traffic were driven on the new line, 0.2 million train kilometers of regional traffic and around 0.04 million train kilometers of freight traffic. The values include u. a. the new line at the Erfurt junction. Path price revenues of 14 million euros were offset by expenses of around 7 million euros in 2018.

Long-distance passenger transport

The travel time between Nuremberg and Erfurt was planned to be shortened from three hours (2014) to around one hour. The travel times between Berlin / Leipzig / Dresden and Nuremberg / Munich should be shortened by around one and a half to two hours in the same period.

With the commissioning of the new line, a node of the integral cycle timetable was to be set up at Erfurt main station . The long-distance trains should arrive and depart every hour between minutes 24 and 36, the regional trains between minutes 16 and 44.

In 2018, the year of commissioning, the following lines of long-distance passenger transport will run on the new line:

ICE 18 Hamburg – Berlin – Halle – Erfurt – Nuremberg – Munich (every two hours at hour 1 with ICE 1 , from 2019 ICE 4 )
ICE 28 Hamburg – Berlin – Leipzig – Erfurt – Nuremberg – Munich (every two hours at hour 2 with ICE T , from 2019 ICE 4 )
ICE 29 Berlin – Halle – Erfurt – Nuremberg – Munich (Sprinter line, three pairs of trains per day with ICE 3)

With the commissioning of the line, Naumburg, Jena, Saalfeld and Lichtenfels lost their long-distance traffic system stops. Jena is only connected to the north (Leipzig, Berlin, Hamburg) by one pair of ICE trains per day, and one pair of intercity trains (Leipzig-Karlsruhe) also runs in the Saale Valley. In the south, an ICE runs in the morning from Lichtenfels towards Munich.

Half a year after commissioning, Deutsche Bahn recorded over two million passengers on the high-speed route between Berlin and Munich, which is more than double that of the previous year. Due to the success of the Sprinter ICE 29 line , the train service was increased to five pairs of trains per day from December 2018. With the timetable change in December 2019, the train service will be increased by one pair of trains per day (at noon) and thus, in addition to the five pairs of Sprinter trains, a continuous hourly service will be offered along the route. An additional late connection from Berlin is also planned on Friday evenings.

A planned Flixtrain train service between Berlin and Munich over the route was not implemented. The initially planned use of Stadler-Dosto railcars of the Westbahn did not materialize due to the necessary special ETCS approvals and required vibration verifications for bridges. A subsequently planned locomotive wagon offer could not be implemented either due to the wagons not being pressurized and the lack of approval for the software for the tunnel crossing ban .

Public transport

In local traffic , a regional express service was set up on the Nuremberg – Coburg – Sonneberg line on the new line. According to the tendering of the local regional rail transport authority BEG, up to seven train pairs per day were planned every two hours until the end of 2023. In the 2018 timetable year, eight train pairs even ran daily on the new line, reducing the travel time between Nuremberg and Sonneberg from 135 to 105 minutes . The existing line (via Lichtenfels) was changed from hourly to two-hourly.

On April 28, 2020, the operation of regional traffic over the route was again awarded to DB Regio. In the transport contract, which runs from December 2023 to December 2035, an hourly line between Nuremberg, Bamberg and Coburg is to be continued on the high-speed route with continuation to Sonneberg and Erfurt. Five pairs of trains per day are planned to and from Erfurt as a supplement to the four daily ICE train pairs via Coburg. Desiro HC multiple units with a speed of 190 km / h are planned for this . The state of Thuringia is contributing 500,000 euros per year to the operation of this line and wants to hold talks about setting up a stop in Ilmenau.

Freight transport

For the 2018 annual timetable, two freight train paths for individual locomotives were registered for the new line and canceled again. No train paths have been registered for wagon trains. For the 2019 annual timetable, two regular freight train paths for individually moving freight locomotives have again been registered. Specific freight train paths were requested for the 2020 annual timetable.

According to information from 2016, DB Cargo expected to have enough ETCS-equipped locomotives by 2020 in order to be able to offer freight traffic on the new line. A forecast then expects a maximum of 20 pairs of freight trains per day, with a four-track expansion of the existing line to Erlangen it should be 30. From 2025, 60 freight trains are expected to run daily on the new line and 140 on the existing network (Saalbahn). The train path price for a freight train from Halle (Saale) to Nuremberg is € 796.61 on the new line and € 881.41 on the existing network (status: 2018 annual timetable). According to the old, no longer valid, train path pricing system, the ratio would have been € 2,180 (NBS) to € 985 (old line) (as of 2016). The route over the new line is 30 kilometers shorter and less steep (20 instead of 27 per thousand maximum gradient). Until the beginning of 2018, DB Netz had unsuccessfully tried to convince various freight transport companies to run freight trains on the new line. According to DB information from July 2020, freight traffic is no longer planned for the current year, but discussions have been held with interested parties for 2021.

technology

Slab track system Bögl at the Goldisthal information center

The new line is provided exclusively for the electric traction operation and was coated with a catenary type Re 330 equipped.

The " slab track " design was selected for the superstructure , with the overtaking tracks and the connections to the existing network being built using conventional ballasted superstructures. The track spacing is 4.70 meters, the subgrade width in the straight is 13.30 meters. In the Thuringian section, the track spacing was reduced to 4.50 meters in accordance with a plan change in 1998. The subgrade width was reduced to 12.10 meters and the usable cross-section of the tunnels from 101 to 92 square meters. In 2014 , the Federal Audit Office put the additional costs for maintaining the larger track distances in Bavaria at at least 35 million euros. The Federal Railway Authority stated that in Bavaria, in contrast to Thuringia, a change in the planning approval decisions had feared risks for the legal existence of objections from third parties. The Federal Court of Auditors considered this to be inaccurate, since the impacts could have been reduced by reducing the distance between the tracks in Bavaria. Behind the Augustaburg tunnel, the track spacing will be moved to 4.00 meters.

The track connections between the main tracks are for a branch speed of 130 km / h designed. The distances between the overtaking stations were determined in a business administration study and are measured according to the planned operating program.

Eurobalise for ETCS, at the Niederfüllbach switch post (2017)

On the Ebensfeld – Erfurt – Halle / Leipzig line, the train control system ETCS Level 2 was used for the first time in Germany without fixed light signals (L2oS) and without an optical signaling fallback level. For the new section of the line, an ETCS line center was built in Unterleiterbach. The section between the Unterleiterbach (exclusively) and Erfurt Hauptbahnhof (exclusively) and between Erfurt Hauptbahnhof (exclusively) and Gröbers depot (exclusively) was equipped without light signals .

According to the EU planning guidelines, ETCS was planned according to baseline 3 in 2014 . In 2015 it became apparent that vehicle and track equipment according to the new standard will probably not be able to obtain official approval until it is commissioned. In order to rule out any further jeopardy to the commissioning date, it was decided to pilot the new L2oS signaling systems on VDE 8.2 and when VDE 8.1 was put into operation, it should be upgraded to a uniform version on the entire new route. This commissioning version for the line is SRS 2.3.0d. An upgrade to baseline 3 has been postponed. Compared to the commissioning version on VDE 8.2, an extended ETCS version 2.3.0d with a total of 21 new functions is used here from the start.

As a fallback level, ETCS was used to simulate punctual train control, which outside of operating points with points of up to 160 km / h. For disturbed GSM-R base stations , a procedure has also been developed with which these can be passed.

Since there is no knowledge of train encounters between passenger and freight trains with speeds of more than 250 km / h in the tunnel, such encounters with at least one SIL 4-safe technical system can be ruled out. For the implementation of the ban on entering tunnels between passenger and freight trains, various solutions were investigated and, ultimately, a special system was designed that transmits permissions to the signal box to enter tunnels, provided certain criteria are met. To do this, configuration data (e.g. B. tunnel areas), rules for permitted and prohibited encounters as well as train categories with different characteristics (e.g. B. axle pattern and ETCS train categories). A corresponding system was in the final phase of development in mid-2015. According to some information, the system was already in operation at the end of 2017 (u. a. for loaded railway service vehicles), according to other information, implementation should take place in 2018. The software has not been approved by the Federal Railway Authority (status: 2019). According to its own information, Deutsche Bahn is working on the creation of technical framework conditions that allow mixed operation (status: February 2019). With an adaptation of the rail network conditions of use that became known in mid-2019, in addition to the technical exclusion of encounters or overtaking of passenger and freight trains, the test steps for entering the ETCS train type must be documented in writing before the start of the journey. Excluded from this are vehicles whose ETCS train type is entered as a fixed, unchangeable value. The introduction of a similar system on the high-speed line Hannover – Würzburg was ultimately unsuccessful.

To avoid freight trains stopping on steep gradients, various balises south and north of Goldisthal are to be relocated for around one million euros in 2019. The establishment of a “ green wave ” in safety technology is also being considered in order to increase the limit load from to 1500 t.

For voice and data communications of the locomotives were 26 GSM-R - base stations and 31 radio field amplifier installed.

As part of the trans-European high-speed network, the line is subject to the TSI . The route will be remotely controlled via seven electronic interlockings (ESTW-A) from the operations centers in Munich and Leipzig.

Around 53 kilometers of the route are open, mostly on dams (in the Main Valley) or cuttings. The height of the dams is limited to 15 meters, the depth of the cuts to 20 meters (according to DB guideline 836). Bridges and tunnels were built where these values could not be met.

In accordance with the EBA guideline “Requirements of disaster control for the construction and operation of railway tunnels” introduced in 1997 , railway tunnels of more than 1000 meters in length, which are operated in mixed operation by passenger and freight trains, are to be designed with two separate single-track tubes. Mixed traffic of passenger and freight trains would therefore not be possible. However, this requirement can be ensured by signaling via the train control system ETCS . In the area of tunnel portals, structural measures were taken to prevent the tunnel bang .

Two new traction power lines (110 kV). The 23.3 kilometer long southern line branches off the existing Nuremberg– Weimar line at Wörlsdorf and ends at the new Roth substation at the north portal of the Müß tunnel near Welchendorf in Thuringia. The 21-kilometer northern line leads from the new Eischleben substation to the Wolfsberg substation. The traction power line in the Wipfratal is carried over a length of around 4.4 kilometers on 13 masts of the 380 kV overhead line that runs from the Vieselbach substation to the Altenfeld substation . This eliminates the need for 15 masts for the traction power line. A total of around 1200 km of cables laid.

The 22 tunnels with a total length of around 40 kilometers were equipped with safety lighting, electrical wiring (power supply boxes) and test equipment for the overhead line voltage.

safety

In the event of an "incident in the tunnel", around 700 rescue workers from the districts along the route can be alerted, well over half of them volunteer helpers. The only professional fire brigade is in Erfurt. The routes to the emergency exits are kept free of snow in winter. The rescue forces are organized in 27 so-called tunnel base units, each composed of several volunteer fire brigades. These were u. a. equipped with large equipment trolleys and breathing apparatus. All tunnels are accessible with rescue vehicles and equipped with dry pipes for the fire fighting teams.

The route was fenced in between the north portal of the Kulch tunnel and the south portal of the Lichtenholz tunnel and in other sections.

Radio systems for TETRA BOSNET are also installed in the tunnels .

Expansion of the Nuremberg – Ebensfeld line

Route number (DB) :

5900 (Nürnberg – Eltersdorf)
5919 (Eltersdorf – Leipzig)

Route length:

83 km

Gauge :

1435 mm ( standard gauge )

Top speed:

up to 230 km / h

Legend


		(End of the new line) from Hof Hbf

	20.199	Ebensfeld
	80,277 018,000	Unterleiterbach ( Exercise )
	14.249	Zapfendorf
	12.056	Ebing
		(from here directional operation)
		after boars
	69.663 007.583	Breitengüßbach
		Breitengüßbach Süd ( Übf )
	3.445	Hallstadt (near Bamberg)
		Connection curve to Rottendorf
		new threading from Rottendorf
		from Rottendorf
	0.000 62.372	Bamberg
		Bamberg south
	54.771	Strullendorf
		according to key field
	51.191	Hirschaid
	48,403	Buttenheim
	45.310	Eggolsheim
		Eggolsheim South (Exercise)
		Forchheim North
	39.244 038.289	Forchheim (Upper Franconia)
		to Ebermannstadt
	34.720	Kersbach
	30.903	Baiersdorf
	27.407	Bubenreuth
	23.504 023.504	gain
	22,300 022,300	Erlangen Gbf
	21.626 021.626	Erlangen Paul-Gossen-Strasse
	20,649 020,570	Erlangen-Bruck ( Abzw ) / Erlangen- Bruck Hp
		to Frauenaurach
	18,592 018,600	Eltersdorf

		planned S-Bahn swing
	14.475	Vach
		Fürth Steinach

		Freight bypass to Nürnberg Rbf
		Fürth barn
		(temporary branch planned)
	10.170	Fürth-Unterfarrnbach / Clinic
		from Würzburg
		from Cadolzburg
	7.642	Fürth (Bavaria) central station
	6.684	Fürth (Bavaria) Gbf
		to Nürnberg Rbf and Nürnberg Nordost
		planned freight bypass
		Nuremberg Doos
		Ringbahn Nuremberg

	3.801	Nuremberg Jansenbrücke ( Abzw )

		Nuremberg Rothenburgerstrasse
		Nuremberg Hgbf
		to the marshalling yard
		from Crailsheim
		from Roth (S-Bahn)
		Nuremberg-Steinbühl (deep) / N-Steinbühl
		from Treuchtlingen
	0.000	Nuremberg main station
		to Regensburg
		to Feucht (S-Bahn)
		after Cheb
		after Irrenlohe

Swell:

The 83-kilometer upgraded line is part of the existing main railway connection from Nuremberg via Saalfeld to Halle .

Between Nuremberg and Erlangen it is for up to 160 km / h, between Erlangen and Ebensfeld for up to 230 km / h. Over a length of around 41 kilometers, the route should be 230 km / h to be passable, on about ten kilometers with 200 km / h and otherwise at 160 km / h.

Situation before the expansion

The listed reception building in Ebensfeld, which was put into operation in 1846 and demolished in 2015

In the section between Fürth and Bamberg (as of 2015) an Intercity-Express , a Regional-Express and a S-Bahn run regularly per hour and direction . Additional REs operate every hour during peak times, creating a half-hourly service. There is also an hourly S-Bahn to Forchheim, which means that all stops between Nuremberg and Forchheim are served at least half an hour.

In the section between Bamberg and Unterleiterbach, one ICE, one RE of the Franken-Thüringen-Express and one regional train (RB) run every hour and direction. The RE runs every two hours to Hof / Bayreuth, on weekdays also amplifier REs. Between Bamberg and Breitengüßbach, the agilis uses the route every hour to Ebern. In addition, around 60 to 70 freight trains run throughout the day .

There are operational constraints in particular at the Fürth junction. Trains in the direction of Würzburg cross the track of trains from Bamberg, trains to and from Nuremberg marshalling yard cross the tracks of trains from Nuremberg Hbf to Würzburg (and vice versa). Since the completion of the four-track expansion of the Nuremberg – Fürth section, however, the situation in Fürth has eased somewhat.

Between Bamberg and Ebensfeld, access to the platforms at the Breitengüßbach and Zapfendorf stations was at the same level until 2016, which is why the track on the house platform had to be closed to secure passengers when the regional train stopped.

Planning and construction

The project was included in the 1992 Federal Transport Infrastructure Plan.

Different route variants were examined between Nuremberg and Ebensfeld:

four-track expansion of the Nuremberg – Fürth – Bamberg – Lichtenfels line
New construction of a double-track connection between Nuremberg and Großgründlach and a four-track expansion between Großgründlach and Lichtenfels
Two-track new construction on the left of the Regnitz to Bamberg with subsequent four-track expansion between Bamberg and Lichtenfels
double-track new construction through Franconian Switzerland from the Erlangen area to Hochstadt-Marktzeuln

On March 30, 1993 the regional planning coordination was initiated by the Bavarian State Ministry for Regional Development and Environmental Issues. In the regional planning procedure , which was completed in mid-1993 , the four-track expansion between Nuremberg and Ebensfeld was found to be the most favorable solution. The first plan approval procedures were initiated in 1993. According to the planning status from mid-1993, the planning approval documents should be available by October 1993, and the procedures should then run until summer 1994. The building permit was expected by autumn 1994 at the latest, and the construction time should then be five to six years. According to another source, all 13 planning approval procedures for the upgraded line were initiated in 1996; four resolutions had been passed by April 1997. At the beginning of 1997 there was an expansion for 200 km / h provided. Several overtaking stations should also be created.

The line between Nuremberg and Fürth will be expanded by two tracks, with one track being assigned to the Nuremberg S-Bahn in future . The 7.6-kilometer route is expected to have up to 160 km / h can be driven. All four tracks are used in both directions and lead directly to Nuremberg Central Station. In the area of the upgraded line, apart from the four-track upgrade from Nuremberg to Fürth, there are essentially individual measures, in particular the removal of level crossings (status: 2006).

Platforms for the S-Bahn in Nuremberg Central Station have to be adapted. Between the marshalling yard Nuremberg and Eltersdorf, the construction of a 13-kilometer-long freight train line with the double-track, approx. 7580 meter long Pegnitz tunnel between Fürth- Kronach and Nürnberg Großmarkt is planned. This should eliminate the need for train crossings at Fürth main station.

To the north of Fürth, the S-Bahn should turn off the existing route to Eltersdorf. This is where the existing line, the S-Bahn and the new line to the Nuremberg freight depot meet without crossing . Between Fürth Hbf and Eltersdorf it was planned to keep the line double-tracked and to provide a third track at Vach station. From Eltersdorf, the existing line towards Erlangen / Bamberg will be expanded by two more eastwards with up to 230 km / h passable tracks are added. The line between Großgründlach and Bamberg is also to be expanded to four tracks. Nuremberg S-Bahn and freight traffic are to use the two middle tracks. The two tunnels planned for the upgraded line have a total length of around eight kilometers, and two new viaducts with a total length of 400 meters are planned.

The route in the section between Nuremberg and Bamberg meets the requirements of high-speed traffic due to its largely stretched location. It runs in the Regnitz valley , especially between Erlangen and Bamberg, almost in a straight line and with very wide arc radii and is already largely at 160 km / h passable. There are some narrower curved tracks between Fürth and Erlangen, especially between Fürth and Fürth-Unterfarrnbach and north of Vach train station (underpass A 73), which sets the maximum route speed to 140 Limit km / h.

In 1993, planning approval and the start of construction were expected for 1994; completion should take place in 1999. The upgraded route is divided into thirteen plan approval sections; the planning approval procedures were initiated between 1994 and 1996. At the beginning of 1996 there were two planning approval decisions. From the beginning of July 1999 to 2002 planning was suspended by order of the Federal Ministry of Transport. Due to changed technical and legal framework conditions, planning change procedures were initiated from March 2002. In December 2001, the Free State of Bavaria signed a planning contract for the proposed S-Bahn. As part of so-called preliminary measures , four bridges and the traction power supply have been renewed in the area of the upgraded line since 1996. Between 1998 and 2006 two substations and a switch post were set up.

The further expansion is to take place gradually depending on the planning approval and financing.

A total of 220 kilometers of track with 250 switches and 160 bridges are to be built or renewed. Platforms are being built or adapted at 26 stations and stops . 25 level crossings are to be abandoned and largely replaced by new overpasses or underpasses, of which eleven level crossings had been removed by June 2007, and planning or the planning approval procedure has been initiated for nine level crossings.

The ecological compensation measures for the upgraded route include measures to increase biodiversity in Fürth's Rednitzgrund (between Stadeln and Vach) and financial resources to the city of Erlangen for water development measures.

The four-track expansion to Ebensfeld should, according to the planning status from 2008, be completed by 2017. In 2011, due to financing difficulties, the federal government did not expect to be able to complete the expansion project (including the freight train route) before 2025. Overall commissioning is now (as of 2017) not expected before 2028. The total budget for the expansion between Nuremberg and Forchheim is 370 Million euros planned. About 200 of these are accounted for Million euros on the S-Bahn route. The right to build exists for the changes to Nuremberg Central Station.

The status of planning in the southern plan approval sections (PFA) is as follows:

PFA 13 (freight train route Nuremberg Rbf - Eltersdorf)

The plan approval procedure was initiated in 1995. The planning costs were approved in 2007 and the approval of the Board of Management of Deutsche Bahn AG was available. The creation of the draft planning of the freight train route including the approximately 7580 meter long Pegnitz tunnel was put out to tender across Europe on August 21, 2009. The application for planning approval should be submitted in 2011. Completion was planned for 2021. In November 2018, the section became an urgent requirement of the federal transport route plan. In 2019, DB Netz AG revised the documents that were already in the planning approval process and had to complete this at the end of 2019.

PFA 14 (four-track expansion Nuremberg – Fürth)

After the planning approval, the four-track expansion between Nuremberg and Fürth began in 2006 . In December 2010 the northern track (S-Bahn line 5972) and in December 2011 the southern track (line 5907) went into operation. The newly built tracks are on both sides of the (old) line 5900.

PFA 15 (Fürth bow)

The planning approval decision was issued in August 2007. The section was under construction from 2009. Completion was expected in 2013. However, due to the lack of a connection to the rest of the network (PFA 16), it could not be put into operation at this point in time.

PFA 16 (Fürth-Nord, S-Bahn swiveling)

The originally planned commissioning at the end of 2011 could not be achieved because the planning approval had not yet been completed. The planning approval took place in February 2014, but was not final. The city of Fürth rejects the swiveling of the S-Bahn and called for the S-Bahn to be run in a bundle with the existing line. The Federal Administrative Court upheld a lawsuit against the plan approval decision in 2017. Since the construction of this section is not foreseeable, the capacity of the existing S-Bahn line is to be increased by means of an interim solution. For this purpose, the tracks of the PFA 15 (Fürther Bogen) are to be connected to the existing line.

PFA 17 (Erlangen)

The planning approval decision was issued in November 2009. Construction work on the 16-kilometer section, starting south of Eltersdorf via Erlangen to Baiersdorf, began in November 2011. The section was expanded to include four tracks, various platform systems and engineering structures were newly constructed. The section was commissioned on August 28, 2017.

PFA 18/19 (Forchheim / Eggolsheim)

The planning was not continued after the interpretation (1996) and the public hearing (1997). In 2013, planning was resumed in 2013. The planning approval decision for the 14th km long section was made in January 2016.

Most of the new tracks will be built east of the existing facilities. Investments of 300 were planned for 2013 Million Euros.

For the expansion of the section, which should be planned between 2011 and 2015, the cost of the route construction was 190 Million euros estimated. The eight-kilometer-long Forchheim Süd section (km 31.2 to 39.7) was awarded to a consortium for 115 million.

The two high-speed tracks between Baiersdorf and Forchheim went into operation on November 30, 2018. The further expansion to Eggolsheim began in 2019 and should be completed in 2024.

Separation of the existing line from the new line in the southern head of the Breitengüßbach station

Test drive with ICE S on September 11, 2017 near Unteroberndorf

PFA 21 (Altendorf-Hirschaid-Strullendorf)

The plan approval procedure was initiated in 1996, but not continued in the following years. In 2017, the planning approval for the approximately ten kilometer long section was continued with the first plan change procedure. After the consultation process for the second change to the plan, the aim is to conclude the plan approval process in 2020.

PFA 22 (Bamberg)

The nine-kilometer section with the Bamberg junction begins in Strullendorf and ends in Hallstadt . Starting in 1993, plans were made to obtain building rights, but these were interrupted in 1998 in the Bamberg area. In 2010 the plans for the four-track expansion were resumed. In Bamberg, the expansion plans caused protests among the citizens, as the railway was planning to build high noise barriers here. As a result, the plans were discarded. Three new variants emerged from a dialogue: an optimized new type of noise protection with a lowered existing road at sensitive points, a tunnel for freight trains or a complete bypass of Bamberg in the east through the main moor forest, parallel to the A 73.

The draft of the Federal Transport Infrastructure Plan 2030 contained the bypass along the A 73 because it had the best cost-benefit ratio. The Bamberg city council rejected an eastern bypass in April 2016. It was feared that the ICE system stop in Bamberg station could be omitted. Other variants were short or long tunnels, an expansion of the existing structure and a zero solution. At the beginning of March 2018, the city council voted to extend the existing line at ground level. A Bamberg Süd stop is to be created. The two outer tracks should be for 230 km / h, the two inner ones for 160 km / h. The connection of the line to Schweinfurt is planned for 100 km / h. The construction financing agreement for the main construction project is scheduled for 2022. The first preparatory measures are planned from 2021. Construction of the main construction project is scheduled to start in 2023. The main construction project should be completed in 2030. The total value of the measure in the Bamberg node is around 1 billion euros.

PFA 23/24 (Hallstadt – Zapfendorf)

For the plan approval section from the northern city limits of Bamberg to the northern outskirts of the Zapfendorf market, the plan approval procedure was initiated in April 1996, the hearing report was submitted in November 1996 and the procedure was initially interrupted. It was continued in the years 2013 to 2015 with three plan amendment procedures and concluded with a resolution of July 30, 2015. The construction work on construction section 24 between Breitengüßbach (km 68.9 + 73) and Zapfendorf (km 77.7 + 07) began in 2015 and was completed at the end of 2017. The associated construction contract was awarded to Leonhardt Weiss & Co. KG in October 2015 for 145 million euros. The existing route was completely closed from January 11 to September 4, 2016. The bus replacement concept cost around 3.5 million euros.

The construction work on the 5 km long Hallstadt – Breitengüßbach (BA 23) section began in spring 2019 and should be completed by 2023.

PFA 25 (Zapfendorf – Eierberge Tunnel)

The planning approval section 25 between Zapfendorf (km 77.7 + 07) and Eierberge Tunnel (km 87.2 + 69) was awarded at the end of 2013 for EUR 58,883,020 (net). Among other things, an overtaking station will be built in Unterleiterbach with two overtaking tracks. Commissioning was at the end of 2017.

Overtaking station Unterleiterbach (July 2014)
Unteroberndorf, overpass structure (July 2016)
Unteroberndorf, retaining wall (July 2016)
Crossing structure with A 73 (August 2016)
View from the auxiliary bridge in Unteroberndorf to the north towards Breitengüßbach (May 2016)

Information center

In Fürth , between mid-2010 and the end of November 2012, an information center for the upgraded line was set up near the main train station. 1 June 2012, another information point was in Erlangen opened to be emphasizing the four-track expansion in a 16-kilometer section of Erlangen. The info point has been located at Forchheim train station since December 2015.

From the end of 2013 to the end of August 2017, an information point on the route section was operated in Breitengüßbach .

Accidents

On December 6, 2011, a marshal was hit by a train in the construction section between Nuremberg and Fürth near Sigmundstrasse and fatally injured.

Costs and financing

According to the federal government, by the end of 2012 an estimated total cost of 5.36 billion euros had already been invested 2.668 billion euros ( dynamic planning, land acquisition and construction costs). Investments of 2.692 billion euros are still outstanding. The estimated costs of the new Ebensfeld – Erfurt line are 2.9 (as of 2011) Billion euro. As of the end of 2013, the cost was 5,281 Billion euros estimated. By the end of 2013 there were 3,012 Billion euros spent, 2.268 Billions of euros were still outstanding.

In 2010 the total costs of the project (new and upgraded line) were still 5,224 Billions of euros estimated (as of 2010). According to information from Deutsche Bahn, there were around 540 in 2011 Million euros in the VDE project 8.1 has been invested.

For around 2.1 Billions of euros were still missing from financing agreements at the beginning of 2011. These should follow when the affected sections have been approved. At the end of 2007, the forecast costs were EUR 5.069 billion. At the end of 2008 the total cost was 5,178 Billion euros estimated.

The new and upgraded route was rated with a benefit-cost ratio of 1.8. According to a more recent traffic forecast for 2025, the project is economically viable.

When the project was temporarily stopped in mid-1999, 620 million D-Marks had been invested in the line. By December 31, 2005, around 705 Million euros invested, around 550 Millions of euros of it in the new line. In the following years, the total expenditure for the planning and construction of the new line grew to 747 Million euros by the end of 2006, 833 million euros by the end of 2007, 959 million euros by the end of 2008 and 1,225 Million euros by the end of 2009. By mid-2011, around 1.7 Billions of euros spent.

The current federal funds for the route were reduced considerably following a decision by the mediation committee in December 2003. According to the investment framework plan for the federal transport infrastructure by 2010, federal funds in the amount of 741.4 Million euros to be invested in the period 2006–2010. The additional financing requirement of 3,641 Billions of euros are to be spent through federal funds from 2011, through own funds of Deutsche Bahn AG and third parties. The state of Thuringia is investing a total of 240 in the two new line projects (Nuremberg – Erfurt and Erfurt – Leipzig / Halle) Million euros from the European Regional Fund.

In December 2008, Federal Transport Minister Wolfgang Tiefensee announced the provision of additional funds and the commissioning as early as 2016. From 2010, more than 200 million euros in federal funds will be made available annually. From 2013 at the latest, Deutsche Bahn sees an annual budget requirement of 350 million euros.

The planned total costs for the new line were 2.7 at the beginning of 2010 Billion euro. Until then, there were construction works in the amount of 1.2 Billions of euros have been awarded. For the sections under construction, there were still orders for construction work in the amount of 340 million euros. Between 2010 and 2017, between 149 and 214 Million euros in funding are made available each year. Between 2010 and 2013, between 17 and 60 a year are planned for the upgraded line Million euros will be made available. The federal government is contributing to the financing of the new line with 2.2 billion euros.

When construction began on the new line on April 16, 1996, the costs for the overall Nuremberg – Erfurt project were around 8.5 Billions DM calculated. The financing agreement for the new line was signed on November 10, 1997. This also included individual measures for the upgraded line. The construction time and financing plan on which the financing agreement was based could no longer be adhered to due to reduced budgetary resources as a result of a compromise negotiated in the conciliation committee in December 2003 to reduce subsidies.

In September 2005 an agreement on the Nuremberg – Fürth section followed. The financing agreements have no cost caps; the federal government bears the risk of construction cost overruns. The financing agreements for the section between Nuremberg and Fürth and between Ebensfeld and Erfurt are updated annually. The planned share of Deutsche Bahn AG in the overall project is 158.4 million euros, of which 63.0 million euros are for the new line.

Individual financing agreements between the federal government and the DB Netz, DB Station & Service and DB Energie divisions regulate the financing of the major project. As part of the Trans-European Networks , part of the project is co-financed by the European Structural Funds (ERDF) . In the 2007–2013 funding period, ERDF federal funds from the Transport Operational Program amount to 239.3 Million euros planned, these were approved on November 20, 2009.

In mid-1993, the estimated cost of around 196 Kilometers of new and upgraded line at 7.196 Billion DM. 3.3 billion DM costs (excluding pure S-Bahn measures) were expected for the upgraded line. In 1994 the DB went AG of costs for the 109 kilometer long 4.044 line Billion German marks (2.068 billion euro; price as of 1994) from. When construction began in April 1996, the calculated costs were 8.3 Billion Deutschmarks (around 4.2 Billion euro). The additional costs were justified with the change in the cost calculation from real to (inflation-adjusted) nominal values as well as increased technical requirements.

Funds from the package of measures put together during the financial crisis from 2007 onwards, “Securing employment through strengthening growth”, should also flow into the route.

criticism

Postcard of the citizens' initiative The better rail concept against the new line (1994)

Protest banners in Bamberg against the planned noise barriers

The construction of the line has been criticized for various reasons. On the one hand, the criticism relates to the route, since in long-distance passenger transport it is not possible to bundle different ICE lines, i.e., as with the existing Frankenwaldbahn, a maximum of one long-distance train connection per hour and direction can be expected.

Critics like Bündnis 90 / Die Grünen and Bund für Umwelt und Naturschutz Deutschland considered the project pointless and a waste of public money. Instead, they suggested expanding the railway network in Northern Bavaria. Vieregg-Rössler , the BUND and the Verkehrsclub Deutschland (VCD) proposed at the end of 1992 that traffic be routed from Erfurt via Gera, Plauen and Hof to Nuremberg. Since 1992, the better railway concept has acted as an umbrella organization for the citizens' groups committed against the route.

On the sidelines of a joint meeting of the Bavarian and Thuringian state cabinets, citizens presented lists of around 50 000 signatures against the project and against the A 73.

Representatives of Deutsche Bahn also repeatedly criticized the project. In April 1997 , the then railway boss Heinz Dürr said to the transport committee of the German Bundestag that the route “does not pay off particularly well”. The head of the local transport division wrote in the same year that the route had "no commercial sense".

Conservationists criticized what they saw as the profound interventions in the landscape by the new line and spoke of the "most expensive subway in the world". The transport expert Heiner Monheim demanded in 2007 to cancel the construction. Instead of the large project, numerous smaller measures should bring about improvements in the area. The majority of rail customers do not need the route, only "the construction industry, so that they can earn a golden nose, or speed fetishists who dream of a high-speed network in Europe."

In 2009 a citizens' initiative set up a route via Lichtenfels , along the A 73 , which, according to her, is half a billion euros cheaper than the route planned south of Coburg. The Federal Ministry of Transport rejected the proposed route because of considerable interference. Due to the planned crossings of Lichtenfels, Schney and Grub am Forst , the ministry also doubted the achievable savings.

Web links

Commons : ABS / NBS Nürnberg – Erfurt - collection of images, videos and audio files

Official website for the VDE 8 project

New and upgraded line Nuremberg - Berlin (VDE 8) Special of the Railway Technical Review (PDF; 8.75 MB)

Route brochure of DB Netz AG (PDF; 23 MB)

Private page with route table and overview map

Information and images on the construction of the new line and the upgraded line can be found on bastellen-doku.info

Individual evidence

↑ ^a ^b ^c ^d ^e ^f Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): New Ebensfeld - Erfurt line: Planning approval for construction km 56.4 + 15 - 76.1 + 50: Explanatory report. Appendix 0.1. Document dated August 20, 1994, amended on June 12, 1996, plan approved on June 20, 1996. Erfurt, 1994, pp. 56, 58, 77 f.

↑ ^a ^b Thuringian state administration: PFV for the construction project of DB Netz AG: Transport Project German Unity (VDE) 8.1, new line (NBS) Ebensfeld - Erfurt, plan approval section (PFA) 2.2 "Ilmenau", construction km 56.4 + 15 - 76 , 1 + 50 of the route (5919) Eltersdorf - Erfurt - Leipzig Hbf, 8th change of plan . Expansion of rescue areas, approaches Explanatory report Annex 0.1, July 6, 2015. p. 3.

↑ ^a ^b Thuringian state administration: Plan approval procedure for the construction measure of DB Netz AG: New construction line, PFA 2.12 Thuringian Forest, 7th change of plan as well as initial planning here 1st change of plan . New route Ebensfeld-Erfurt PA 3 * BA 2.12 Thuringian Forest, overview map km 47.4 + 00 - 51.6 + 50, Appendix No. 1, Sheet 4, February 27, 2015

↑ ^a ^b ICE already in 2016 . In: Neue Presse Coburg , October 2, 2007

↑ ^a ^b Klaus Ott : ICE does not run through the Thuringian Forest . In: Süddeutsche Zeitung (Munich edition), July 8, 1999, p. L9.

↑ ^a ^b ^c ^d ^e ^f ^g ^h Friedrich List: The “Unfinished” is still being built . In: Eisenbahn-Kurier , issue 11/2008, pp. 40–45.

↑ ^a ^b Closing the gap at the Froschgrundsee . In: Free Word of September 16, 2008.

^ German Bundestag (ed.): Transport investment report for the 2013 reporting year . Printed matter 18/5520. Bundesanzeiger Verlag GmbH, July 7, 2015, ISSN 0722-8333 , p. 50 ( bundestag.de [PDF; 83.0 MB ; accessed on October 15, 2015]).

↑ ^a ^b Werner Rost: Upper Franconia remains a major railway construction site. In: np-coburg.de. September 21, 2017, archived from the original on September 24, 2017 ; accessed on September 24, 2017 .

↑ ^a ^b Federal Ministry of Transport and Digital Infrastructure (Ed.): Status report of transport projects German unity (as of June 2014) . 2014, p. 6, 15, 17 ( bmvi.de [PDF]).

↑ ^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: Eisenbahntechnische Rundschau . 56, No. 9, 2007, pp. 494-500.

↑ Walter Schatz: Surprising turn . In: Nürnberger Nachrichten , March 15, 1991.

↑ ^a ^b ^c ^d Federal Ministry of Transport (Ed.): Transport projects German unity: projects, plans, laws, arguments . Bonn, August 1993, pp. 71-76.

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m Planungsgesellschaft Bahnbau Deutsche Einheit mbH, Project Center Erfurt: ABS / NBS Nürnberg-Erfurt-Leipzig / Halle-Berlin . Brochure (15 pages), as of January 1995 (PDF, 2.1 MiB)

^ ^A ^b ^c ^d ^e Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): A new railway for Thuringia, Germany and Europe. The new railway line from Ebensfeld to Erfurt . Erfurt, April 1996, pp. 7, 13, 19 f, 22.

↑ ^a ^b Martin Schnellhardt: Planning and construction of the Froschgrundsee viaduct and the Grümpentalbrücke - wide-span arch bridges in the course of the new railway line (sic!) Ebensfeld-Erfurt . In: 19th Dresden Bridge Construction Symposium: Planning, construction, repair and upgrading of bridges, 9./10. March 2009 , pp. 99-110.

↑ Federal Ministry of Transport: Federal Transport Infrastructure Plan 1992 , p. 21.

↑ ^a ^b Peter Schmitt: The node in the rail network . In: Süddeutsche Zeitung , January 26, 1994, p. 49.

↑ Three alternatives for the new ICE route . In: Süddeutsche Zeitung , February 8, 1992.

↑ ^a ^b "What we plan is the best" . In: Eisenbahn-Kurier , issue 4/1993, pp. 34–36.

↑ Peter Schmitt: Stones are being put in the way of the ICE . In: Süddeutsche Zeitung , May 15, 1993.

↑ ^a ^b Heinz-Dietrich Könnings, Max John: Construction of the longest railway tunnel in Germany for the NBS between Erfurt and Munich . In: Tunnel technology for future tasks in Europe . Balekma-Verlag, Rotterdam 1999, ISBN 90-5809-051-5 , pp. 83-95.

↑ Order for the planning of the new building and upgrading line from Nuremberg to Erfurt placed . In: Die Bahn informs , issue 4/1991, September 1991, p. 13, ZDB -ID 2003143-9 .

^ Second Wackersdorf . In: Der Spiegel . No. 20 , 1992, pp. 75-77 ( Online - May 11, 1992 ).

↑ ^a ^b ^c Federal Ministry of Transport (ed.): The 17 transport projects German unity at a glance . Reprint from Aktuell , 1995, p. 8.

↑ Gerd Löwe, Sabine Lecour: The motorway through the Thuringian Forest . In: Baukultur , Heft 3, 1994, pp. 25–31, ISSN 0722-3099 .

↑ ^a ^b Federal Ministry of Transport: Transport projects German unity. Status: April 1996 . Brochure (50 A4 pages), Bonn 1996, p. 14

↑ ^a ^b ^c For now, no connection on this rail . In: Free Word , October 4, 2008.

^ Hearing for the ICE route Nuremberg-Erfurt . In: Süddeutsche Zeitung , No. 102, 1994, ISSN 0174-4917 , p. 58.

↑ ^a ^b ^c ^d Starting shot for two race tracks . In: Süddeutsche Zeitung , April 17, 1996, p. 46.

↑ ^a ^b ^c ^d ^e German Bundestag: Information from the Federal Government: Transport Investment Report 2009 (PDF; 19.9 MiB), printed matter 17/444 of January 14, 2010, p. 28, p. 51 f.

↑ ^a ^b Start of construction on Bundlingstrasse . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Info-Brief , ZDB -ID 2668166-3 , Issue 2/1996, July 15, 1996, p. 7.

↑ Planning approval documents for 110 kV traction power line south (BA 3270), DB ProjektBau GmbH, April 30, 2012

↑ Awakening and Renewal - Germany's Way into the 21st Century . Coalition agreement between the Social Democratic Party of Germany and BÜNDNIS 90 / DIE GRÜNEN. Bonn 1998, p. 16 ( gruene.de [PDF]). Awakening and Renewal - Germany's Way into the 21st Century ( Memento from March 4, 2016 in the Internet Archive )

↑ ICE route Nuremberg-Erfurt possibly before the end . In: Handelsblatt . No. 116 , June 21, 2014, ISSN 0017-7296 , p. 6 .

↑ Construction stop for ICE route . In: Süddeutsche Zeitung , March 30, 1999, p. L6.

↑ ^a ^b ^c Christian Schneider: Bahn indicates abandonment of the ICE route through the Thuringian Forest . In: Süddeutsche Zeitung , May 29, 1999, p. 60.

↑ Notification of withdrawal from major projects? . In: Eisenbahn-Revue International , Issue 7–8 / 1999, ISSN 1421-2811 , p. 282.

↑ Notification of major projects on the siding . In: Eisenbahn-Revue International , Issue 9/1999, ISSN 1421-2811 , p. 338.

↑ ^a ^b Klaus Ott: The course has been set . In: Süddeutsche Zeitung , July 12, 1999, p. 4.

↑ 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.

↑ News update shortly . In: Eisenbahn-Revue International , issue 10/1999, ISSN 1421-2811 , p. 396.

^ Thuringian government argues about reaction . In: Süddeutsche Zeitung , July 10, 1999, p. 6.

↑ Jens Schneider: On a knife edge . In: Süddeutsche Zeitung , August 21, 1999, p. 10.

^ Dispute over government statement . In: Süddeutsche Zeitung , July 16, 1999, p. 6.

^ Message Again the green light for NBS Erfurt - Ebensfeld . In: Eisenbahn-Revue International , issue 4/2000, ISSN 1421-2811 , p. 148.

↑ Countries insist on a new ICE route . In: Süddeutsche Zeitung (state edition of Bavaria), March 29, 2000, p. L8.

↑ ICE line is being built . In: Süddeutsche Zeitung , March 13, 2002, p. 43.

↑ Speech by the SPD party chairman, Federal Chancellor Gerhard Schröder, at the party conference of the East German state associations of the SPD in Magdeburg on March 10, 2002 ( Memento of April 2, 2015 in the Internet Archive ).

↑ Report by rail boss Mehdorn for ICE route Nuremberg - Berlin . In: Eisenbahn-Revue International , issue 5/2002, ISSN 1421-2811 , p. 211.

^ Federal Minister of Transport Kurt Bodewig on the Transrapid, rail reform and a second driving school for beginners . In: Berliner Morgenpost , February 24, 2002.

↑ Bundesrechnungshof (Ed.): Comments 2014 on the budget and economic management of the federal government . 2014, ZDB -ID 1461720-1 , p. 241 f . ( PDF ; 4 MiB).

↑ ^a ^b ^c ^d ^e German Bundestag: 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 (PDF; 74 KiB). Printed paper 16/13787 of July 14, 2009.

↑ ^a ^b Answer of the Federal Government to the small question from the MPs Dr. Anton Hofreiter, Winfried Hermann, Bettina Herlitzus, another member of the ALLIANCE 90 / DIE GRÜNEN parliamentary group regarding “New and upgraded Nuremberg - Erfurt” - printed matter 17/336 . (PDF; 74 KiB)

↑ ICE stop: The key is in Coburg . In: Neue Presse Coburg , October 5, 2007

↑ Ilm Valley Bridge. Information is in the foreground . In: Free Word , September 3, 2007.

↑ ^a ^b ^c ^d ^e ^f ^g ^h Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Winfried Hermann, Peter Hettlich, other members of the Bundestag and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN new and upgraded line Nuremberg – Erfurt (PDF; 111 KiB) Printed matter 16/1217 of the German Bundestag from May 5, 2006.

↑ Mehdorn: Werra Railway makes sense . In: Neue Presse , Coburg, July 18, 2008.

↑ City and country united - no local transport lines are ordered on the new route, Wümbach stop without interest . In: Free Word , May 23, 2008.

↑ Federal Railway Office (Ed.): VDE 8.1, PFA 2.2, 5th plan change: Adaptation of the Ilmenau-Wolfsberg overtaking station ( page no longer available , search in web archives ) (PDF; 27 KiB). Letter of November 22, 2011 to DB ProjektBau, South Regional Construction Area; Reference number 53110-531ppa / 003-2316 # 007.

↑ Gerd Dolge: ICE stop later neither feasible nor affordable . In: Free Word , regional edition Ilmkreis, July 12, 2012 ( online ).

↑ 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 . Printed matter 13/2130 of August 10, 1995 (PDF; 335 KiB)

^ Deutsche Bahn AG (ed.): More rail for metropolises and regions ( Memento from April 4, 2015 in the Internet Archive ). Presentation from March 18, 2015, p. 3.

↑ Mixed traffic on high speed lines in Germany . Lecture documents for the lecture by Wolfgang Weigand, DB Netz AG, on March 18, 2008 at the UIC Highspeed Congress (PDF; 1.6 MiB)

↑ ^a ^b ^c ^d ^e ^f 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 ALLIANCE 90 / THE GREENS - 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. 2-8, 10 ( BT-Drs. 19/7577 ).

↑ Target timetable Germany-Takt: First expert draft long-distance traffic. (PDF) SMA und Partner , October 9, 2018, accessed on October 21, 2018 (example for the 60 minutes: long-distance line 7: departure Nürnberg Hbf and arrival Erfurt Hbf each at minute: 28, opposite direction analogous to minute: 32).

↑ Destination timetable Germany-Takt. (PDF) Second expert draft for long-distance transport. SMA und Partner AG , May 7, 2019, accessed on June 19, 2019 .

↑ Destination timetable Germany-Takt. (PDF) Third expert draft Bavaria. SMA und Partner AG, June 30, 2020, accessed on July 22, 2020 .

↑ Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed on July 22, 2020 .

↑ ^a ^b ^c ^d ^e Federal Ministry of Transport: Transport projects German unity. Status: 1997 . Brochure (50 A4 pages), Bonn 1997, p. 19 f.

↑ ^a ^b Bundestag: Group of supporters for ICE route Nuremberg – Leipzig founded ( Memento from September 27, 2007 in the Internet Archive ). Report on eurailpress.de from December 20, 2006

↑ Federal Ministry of Transport, Building and Urban Development: Funds for rail lines and terminals from economic stimulus programs 1 and 2 (PDF; 50 KiB). List (one page) as of July 29, 2009.

↑ Parliamentary support group Transport Project German Unity (VDE) No. 8 is picking up speed ( Memento from July 15, 2009 in the Internet Archive ) Article on kanal8.de from April 5, 2007.

↑ ^a ^b Time schedule for completion of "German Unity Transport Project (VDE) No. 8 (ICE route Leipzig-Erfurt-Nuremberg)" is available! . Press release of the parliamentary support group "Transport Project German Unity No. 8" from May 14, 2008.

↑ Tino Zippel: The start date for the new ICE route remains uncertain . In: Ostthüringer Zeitung . July 29, 2015, p. 1 ( online ).

↑ PB DE: Transport Project German Unity Rail No. 8; New Ebensfeld - Erfurt line; Planning approval building km 102.0 + 50 - 106.8 + 61; Volume 1 , p. 70.

↑ ^a ^b DB Netz AG (Ed.): New Ebensfeld – Erfurt line - route map . September 2017 ( online [PDF; accessed December 15, 2017]). online ( Memento from December 16, 2017 in the Internet Archive )

↑ Winter can come . In: DB World . No. 10 , October 2017, p. 12 .

↑ ^a ^b Operating concept on the new Nuremberg-Erfurt line - connection to Coburg. In: interior ministry.bayern.de. Bavarian State Ministry of the Interior for Building and Transport , June 24, 2016, accessed on January 20, 2020 .

↑ ^a ^b ^c ^d Wolfgang Feldwisch; Olaf Drescher: The realization of the new and upgraded line Nuremberg - Erfurt - Leipzig / Halle. In: Eisenbahntechnische Rundschau , 56, issue 9/2007, pp. 502–505.

↑ On the ICE to Coburg or past Coburg? In: Coburger Neue Presse , September 1, 2007.

↑ ^a ^b Alexander Schierholz: Railway brakes freight trains . In: Mitteldeutsche Zeitung . March 25, 2019, p. 1 .

↑ Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Overview location plan Ebensfeld - Erfurt . Plan approval documents, plan approval section 3, construction section 2.11, Appendix No. 1.2, May 2, 1994 (file number PM - 23/94 .)

↑ Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Overview location plan Ebensfeld - Erfurt . Planning approval documents, planning section 3, construction section 2.2, Annex No. 1.2, September 1, 1994 (file number PM - 23/94 ). Plan approved by the Erfurt branch of the Federal Railway Authority on June 20, 1996 (file number 1011 […] NBS 2.2 - 149/96 ).

^ ^A ^b ^c Planungsgesellschaft Bahnbau Deutsche Einheit GmbH (Ed.): Transport project German Unity - Rail No. 8: upgraded / new line Nuremberg - Erfurt - Leipzig / Halle - Berlin: upgraded line Nuremberg - Ebensfeld . Information brochure: Results of the in-depth planning and the documents for the regional planning assessment. Erfurt March 1993, p. 1, 11, 19 f .

↑ Berlin - Hamburg in two hours and forty minutes . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): Info-Brief , ZDB -ID 2668166-3 , issue 2/1996, July 15, 1996, p. 1 f.

↑ Notification of order stop for ICE line . In: Eisenbahn-Kurier , issue 2/1999, p. 11.

^ Deutsche Bahn AG (ed.): The railway is building for Thuringia . Halle / Erfurt, approx. 2002, p. 16.

↑ Document 2007–112319-EN in the Electronic Official Journal of the European Union

↑ Jewelery box for the aseptic future . In: Free Word of May 23, 2007.

↑ ^a ^b Deutsche Bahn AG: Another tunnel on the new Ebensfeld – Erfurt line under construction . Press release from February 29, 2008

↑ D-Erfurt: Railway tunnel, REGULAR NON-BINDING NOTICE - SECTORS, construction contract . Advance notice of the call in the electronic gazette of the European Union, April 1st, 2008.

↑ REGULAR NON-BINDING NOTICE - SECTORS, construction contract . Advance notice of the call in the electronic gazette of the European Union, April 1st, 2008

^ D-Erfurt: Construction work for tunnels, shafts and underpasses . Document 2009 / S 19-027336 of January 29, 2009 in the Electronic Official Journal of the European Union

^ D-Erfurt: superstructure work . Document 197803-2009-EN of July 17, 2009 in the Electronic Official Journal of the European Union

↑ Final spurt before the 64-hour blockade in the Erfurt railway junction ( page no longer available , search in web archives ), press release from May 25, 2012 on vde8.de

↑ A dozen construction sites for the ICE . In: Free Word of July 17, 2007.

^ Vieregg-Rössler GmbH : Modification of the traffic project 8.1 Erfurt - Ebensfeld - Nuremberg instead of building ruins south of Erfurt .

↑ ^a ^b ICE line should be ready in 2016. In: Free Word of July 16, 2007.

^ Treasure trove for archaeologists . In: Neue Presse Coburg , August 12, 2010.

^ D-Erfurt: Electrical equipment . Call for tenders 2009 / S 180-258547 from September 18, 2009 in the electronic gazette of the European Union

^ D-Erfurt: superstructure work . Call for tenders 2011 / S 234-379636 from December 1, 2011 in the electronic gazette of the European Union

^ D-Erfurt: superstructure work . Call for tenders 2012 / S 34-055237 from February 14, 2012 in the electronic gazette of the European Union

↑ Announcement of awarded contracts from November 15, 2012

↑ Announcement of awarded contracts from January 8, 2013

^ Deutsche Bahn AG (Ed.): Construction of the line and overhead lines begins on the new railway line Ebensfeld – Erfurt – Leipzig / Halle near Arnstadt . Press release from September 9, 2010.

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↑ ^a ^b tunnel breakthrough for ICE line on Silberberg . Newstix message dated November 29, 2011, accessed December 20, 2011.

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↑ 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 ).

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↑ http://www.vde8.de/---_site.news..ls_dir._type.press_cat.3_id.301_likecms.html

Jump up to 330 km / h on the new Ebensfeld – Erfurt line (VDE8.1) from October 17 to November 18, 2016. In: Website. Deutsche Bahn AG, November 18, 2016, accessed on September 1, 2017 .

↑ ^a ^b Mammoth project on the home stretch . In: New Press . December 9, 2016, p. 15 ( online ).

^ Railway news archive

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↑ ^a ^b DB information point of the VDE8 project in Erlangen opens. DB Mobility Logistics AG, June 1, 2012, archived from the original on January 21, 2013 ; Retrieved June 1, 2012 .

↑ On a premiere journey with the DB 218 . In: Neue Presse , Coburg edition . February 16, 2016, p. 10 .

↑ 100 days NBS Erfurt - Leipzig / Halle: interim balance and outlook . In: Eisenbahn-Revue International . No. 4 , 2016, ISSN 1421-2811 , p. 224 .

↑ Klaus Oelzner: "We have moved mountains" . In: Franconian Day . July 14, 2015, p. 11 ( online ).

^ Commissioning of the electrification of the NBS Ebensfeld - Erfurt (VDE 8.1). bahnblogstelle.net, August 31, 2016, accessed on September 1, 2017 .

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↑ Kai Mudra: ICE test drives at 330 km / h . In: Thuringian General . October 13, 2016, p. 9 ( thueringer-allgemeine.de ).

↑ As fast as an arrow through the Coburg region . In: New Press . October 20, 2016, p. 15 ( online for a fee ).

↑ Commissioning of the new VDE 8.1 line . In: The Railway Engineer . No. 6 , 2017, ISSN 0013-2810 , p. 60 .

↑ ^a ^b The route is set, now is practiced . In: DB World Region Southeast . No. 7 , 2017, p. 18 .

↑ What's going on there? New Ebensfeld-Erfurt line before commissioning. Deutsche Bahn AG, July 14, 2017, accessed on September 1, 2017 .

↑ ^a ^b Bernd Jentsch: 177 days until the start of the route. Thüringer Allgemeine , June 17, 2017, p. 5 , accessed June 17, 2017 (number 139).

↑ Kai Mudra: Test operation is running: ICE is racing through the Thuringian Forest. Thüringische Landeszeitung , August 10, 2017, p. 4 , accessed on August 10, 2017 .

↑ Training for emergencies in the new Reitersberg tunnel. March 11, 2017. Retrieved March 14, 2017 .

↑ Sven Böll: Greatest offer improvement in decades. Spiegel Online , June 17, 2017, accessed June 17, 2017 .

↑ High- speed route Ebensfeld - Erfurt before commissioning . In: Eisenbahn-Revue International . October 2017, ISSN 1421-2811 , p. 502 f .

↑ New interlocking to connect the Leipzig node to the Nuremberg – Berlin line (VDE8) put into operation. In: website. Deutsche Bahn, November 22, 2017, accessed November 30, 2017 .

↑ Connection from Halle (Saale) to the new high-speed line Munich-Berlin via the new east hall. In: website. Deutsche Bahn, November 30, 2017, accessed November 30, 2017 .

↑ Complete closure of the Erfurt node ended on time - signaling gap closure. In: website. Deutsche Bahn, November 19, 2017, accessed November 30, 2017 .

↑ New Erfurt-Leipzig / Halle line back on the network after ETCS update. In: website. Deutsche Bahn, November 27, 2017, accessed November 30, 2017 .

↑ Thomas Richter: Exemption No. 102 to the guidelines 301 - signal book. (PDF) In: fahrweg.dbnetze.com. DB Netz, March 29, 2018, accessed on May 26, 2019 .

↑ ^a ^b Berlin – Munich under four hours: Chancellor, federal minister and state chiefs open Germany's most modern route. In: deutschebahn.com. Deutsche Bahn, December 8, 2017, archived from the original on December 17, 2017 ; accessed on December 16, 2017 .

↑ ^a ^b ^c German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Katrin Göring-Eckardt, Dr. Anton Hofreiter, Stephan Kühn, other MPs and the Bündnis 90 / Die Grünen parliamentary group - printed matter 17/4367 - status of the German unity transport project 8.1. (PDF; 79 KiB) Printed matter 17/4410 from January 13, 2011.

↑ Thomas Fülling: More ICE trains from Berlin to Munich. In: morgenpost.de. October 25, 2018, accessed November 11, 2018 .

↑ Travel times and lines , accessed on December 25, 2014

^ DB ProjektBau GmbH (Ed.): The largest railway construction site in Germany: upgraded and new line Nuremberg – Berlin . Leipzig 2014, p. 4 ( vde8.de [PDF]).

↑ ^a ^b Volker Hädrich: Concrete future - Thuringia traffic concept 2015 ff . Lecture documents from June 8, 2012 ( PDF ( page no longer available , search in web archives ); 2.1 MiB), pp. 3, 4, 15, 16.

↑ ^a ^b Manuel Rehkopf: Complete commissioning of the new / upgraded VDE 8 line, DB Fernverkehr AG service concept . Presentation, August 26, 2013, p. 3, 7.

^ 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, ISSN 0013-2845 , p. 33-42 .

↑ Lichtenfels station remains an ICE stop. In: np-coburg.de. February 18, 2017. Retrieved February 18, 2017 .

↑ Six months after the start: Two million travelers on the Berlin – Munich high-speed line. In: deutschebahn.com. Press release Deutsche Bahn AG, June 15, 2018, accessed on June 29, 2018 (The source speaks of a high-speed line between Berlin and Munich, presumably referring to the new line between Ebensfeld and Erfurt.).

↑ More ICE sprinters between Berlin and Munich from autumn. In: morgenpost.de. March 22, 2018, accessed July 24, 2018 .

↑ ^a ^b 2020 timetable: More trains for Bavaria. In: deutschebahn.com. Deutsche Bahn, October 10, 2019, accessed on October 10, 2019 .

↑ ^a ^b ^c Flixtrain Berlin - Cologne is coming in May . In: Eisenbahn-Revue International . No. 4 , April 2019, ISSN 1421-2811 , p. 217 .

^ Germany-Munich: Public rail transport / public rail transport . Document 2015 / S 250-457927 of December 26, 2015 in the supplement to the Electronic Official Journal of the European Union .

↑ Simone Bastian: Regional trains on the ICE route? In: Franconian Day . December 30, 2015, p. 17 ( online for a fee ).

↑ Regional trains run on the southern arm of the ICE route. In: mdr.de. January 30, 2017, archived from the original on February 11, 2017 ; accessed on February 11, 2017 .

↑ DB Regio wins the award procedure for Franconia-South Thuringia. In: beg.bahnland-bayern.de. Bavarian Railway Company, April 29, 2020, accessed on April 29, 2020 .

↑ DB Regio Bayern is happy to have won the tender for Franconia-South Thuringia. In: deutschebahn.com. Deutsche Bahn, April 29, 2020, accessed on April 29, 2020 .

↑ Tino Zippel: Criticism of the newly ordered train express line . In: Thuringian General . May 5, 2020, p. 3 ( online for a fee ).

^ Tino Zippel: Saalbahn becomes route for goods traffic . In: Ostthüringer Zeitung . tape 26 , no. 134 , June 10, 2016, p. 1 ( paid online ).

↑ ^a ^b New VDE 8.1 line opened . In: Eisenbahn-Revue International . No. 2 , February 2018, ISSN 1421-2811 , p. 70-72 .

↑ Kai Mudra: Freight traffic on the new ICE route is a long time coming . In: Thüringische Landeszeitung . 23 July 2020, p. 2 .

↑ Federal Railway Office, Erfurt branch: Planning approval for the construction project German Unity Rail No. 8 New Ebensfeld - Erfurt route km 34.240 - 106.861 Change of plan / plan approval for cross-section changes in free route, bridges and tunnels . Erfurt, April 8, 1998, pp. 1, 2.

↑ Bundesrechnungshof (Ed.): Comments 2014 on the budget and economic management of the federal government . 2014, ZDB -ID 1461720-1 , p. 239–241 ( bundesrechnungshof.de [PDF; 4.1 MB ]).

↑ PB DE: Transport Project German Unity Rail No. 8; New Ebensfeld - Erfurt line; Planning approval building km 102.0 + 50 - 106.8 + 61; Volume 1 , p. 96.

^ DB Netz AG, Reiner Behnsch: GSM-R and ETCS. Overview, status and interfaces . Lecture at the 52nd Railway Technology Conference of the VDEI. Magdeburg, September 6, 2007.

↑ ^a ^b Also Germany with ETCS Level 2 . In: Eisenbahn-Revue International . No. 2 , 2016, ISSN 1421-2811 , p. 76-78 .

^ 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 )

↑ (without source)

↑ ^a ^b 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 , 2016, ISSN 0013-2845 , p. 10-12 .

↑ File: EBO exception approval Ebensfeld-Erfurt 20171005.pdf , p. 3.

↑ ^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 .

↑ 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 ).

↑ No freight train on the ICE route . In: Coburger Tageblatt . February 18, 2019.

↑ No tunnel crossing on route 5919 Erfurt - Unterleiterbach. In: fahrweg.dbnetze.com. Deutsche Bahn, June 2019, accessed on July 20, 2019 (the publication date can be found in an overview ( memento of July 20, 2019 in the Internet Archive ).

↑ Freight train problem on the parade route . In: Münchner Merkur . March 9, 2019, p. 11 .

↑ ^a ^b ^c Jörg Sander, Frank Weigelt: Technical equipment of the new line across Thuringia . In: The Railway Engineer . tape 65 , 2016, ISSN 0013-2810 , p. 10-15 .

↑ Guideline Requirements of Fire and Disaster Protection for the Construction and Operation of Railway Tunnels ( Memento of September 27, 2007 in the Internet Archive ) as of November 1, 2001

↑ http://www.regierung.oberfranken.bayern.de/imperia/md/content/regofr/strassen_und_verkehr/verkehr/nbs_bsl_sued/02_vde_8_1_bl_sued_planaenderung_bayern.pdf

↑ Planning approval decision for the 380 kV line Vieselbach-Altenfeld including the 110 kV connection to the Stadtilm substation. Thuringian State Administration Office, Az: 540.2-3861-01 / 09, January 31, 2012

↑ Sebastian Haak: Save yourself who can! In: Thuringian General . May 19, 2015, p. 3 (including title online ).

↑ Kai Mudra: After a large-scale exercise: Around 1200 firefighters trained for use in the ICE tunnel. In: otz.de. April 29, 2017. Retrieved May 1, 2017 .

↑ Passed the acid test in the ICE tunnel . In: DB World . No. 7 , 2017, p. 12 .

↑ "COMLAB equips the new line (NBS) with digital TETRA BOS radio". Retrieved May 2, 2018 .

↑ 3D animation integration of the new and upgraded line VDE 8.1, section Hallstadt to Ebensfeld on YouTube

↑ Flyer Node Bamberg as of September 2019. Accessed on May 30, 2020 .

↑ ^a ^b VDE 8.1 EXPANSION ROUTE: Section Altendorf – Hirschaid – Strullendorf on YouTube

↑ DB Netze - Infrastructure Register

↑ DB Netze - route finder

↑ Wolfgang Feldwisch, Olaf Drescher, Mike wing: The valley bridges of the new and upgraded line Nuremberg - Erfurt . In: Eisenbahntechnische Rundschau , Issue 9/2010, September 2010, ISSN 0013-2845 , pp. 558-567.

↑ Andreas Schaack: Fondly "forgotten" facts about ABS / NBS Berlin-Nuremberg . In: Eisenbahn-Revue International . No. 10 , 2015, ISSN 1421-2811 , p. 514-516 .

↑ ^a ^b ^c 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.

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Deutsche Bahn AG, Communication / DB ProjektBau GmbH, major project VDE 8 (publisher): Expansion of the Nuremberg – Ebensfeld line. Section of the upgraded line from Nuremberg to Ebensfeld. Route map . Nuremberg, August 2007, without ISBN.

↑ ^a ^b ^c ^d German Bundestag: Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Winfried Hermann, Peter Hettlich, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN (PDF; 79 KiB). In: Printed paper 16/5833 of July 28, 2007

↑ ^a ^b Deutsche Bahn AG, Communication / DB ProjektBau GmbH, major project VDE 8 (publisher): Expansion of the Nuremberg – Ebensfeld line. Section Nuremberg – Fürth . Nuremberg, September 2007, without ISBN.

↑ ^a ^b Freight train tunnel in the Nuremberg / Fürth railway junction Flyer on the website of the VDE project No. 8.1 New and upgraded line Nuremberg – Erfurt (PDF; 1.8 MiB)

^ Deutsche Bahn AG: Railway focus on Nuremberg: DB is investing around one billion euros in new tracks and systems . Press release from February 1, 2008.

↑ Frederike Reinike: Vision . In: Main Association of the German Construction Industry (ed.): Weitblick , ohne Ort, 2012, ISBN 978-3-00-038025-9 , pp. 11-13.

↑ DB AG resumes planning for the Fürth freight train tunnel. In: vde8.de. Deutsche Bahn, November 7, 2018, accessed on May 25, 2020 .

^ D-Nuremberg: Services from engineering offices . Document 2009 / S 160-233174 of August 21, 2009 in the electronic gazette of the European Union .

↑ Freight train route. (No longer available online.) In: vde8.de. Archived from the original on June 13, 2013 ; accessed in June 2012 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.

↑ ^a ^b ^c German Bundestag: Answer of the Federal Government to the small question of the MPs Matthias Gastel, Lisa Badum, Uwe Kekeritz, other MPs and the Alliance 90 / THE GREENS parliamentary group regarding "Completion of the upgraded line from Nuremberg to Ebensfeld" - printed matter 19/12070, July 31, 2019.

↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Winfried Hermann, Bettina Herlitzius, other MPs and the Alliance 90 / THE GREENS parliamentary group (PDF; 78 KiB). Printed matter 17/395 of January 6, 2010, p. 2.

↑ A bang: the court overturns the Fürth S-Bahn swing. In: nordbayern.de. November 9, 2017, accessed May 17, 2020 .

↑ Soon the end of the Fürth S-Bahn bottleneck. In: pnp.de. May 17, 2019, accessed May 17, 2020 .

↑ Brochure: Expansion of the Nuremberg – Ebensfeld line, Erlangen section. (PDF; 6.5 MiB) DB Projektbau GmbH, April 1, 2012, accessed on June 1, 2012 .

↑ Commissioning of new infrastructure on routes 5900 and 5919. DB Netz AG, July 4, 2017, accessed on September 21, 2018 .

↑ Federal Railway Office (Ed.): Plan approval decision according to § 18 AEG for the transport project German Unity (VDE 8.1.1): Extension line Nuremberg - Ebensfeld: Plan approval section Forchheim - Eggolsheim (PFA 18/19) rail km 32.402 to km 46,000 . Nuremberg January 22, 2016, p. 118, 122 ( bund.de [PDF]). Planning approval according to § 18 AEG for the German Unity Transport Project (VDE 8.1.1): Expansion of the Nuremberg - Ebensfeld line: Forchheim - Eggolsheim plan approval section (PFA 18/19) Railway km 32.402 to km 46,000 ( Memento from April 22, 2016 in the Internet Archive )

↑ Forchheim-Nord train stop is canceled. Nordbayerische Nachrichten, March 8, 2013, accessed on March 10, 2013 .

^ D-Nuremberg: Services of architecture and engineering offices as well as planning-related services . Document 2010 / S 227-347440 of November 23, 2010 in the Electronic Official Journal of the European Union.

^ Germany-Frankfurt am Main: construction work for railway lines. Document 2016 / S 093-166376. In: Supplement to the Electronic Official Journal of the European Union . May 14, 2016, accessed May 16, 2016 .

↑ Commissioning of new infrastructure on VzG routes 5900 and 5919. DB Netz AG, September 20, 2018, accessed on September 21, 2018 .

↑ From the business communication . In: Locomotive Report . No. 5 , May 2019, ISSN 0344-7146 , p. 24 f .

↑ Forchheim-Eggolsheim section. DB Netz AG, accessed on September 21, 2018 .

^ Government of Upper Franconia, March 9, 2018

↑ Session template - VO / 2016/0200-R6 City of Bamberg " https://bamberg.sitzung-online.org/pi/vo020.asp?VOLFDNR=5027&options=4 "

↑ Hans Kurz: A wide aisle for the railway . In: Franconian Day . December 31, 2016, p. 12 .

^ KBS 820 Nuremberg - - Bamberg - Sonneberg / NBS Nuremberg - Ebenfeld - Erfurt . In: turntable . tape 36 , no. 287 , May 2018, ISSN 0934-2230 , p. 81 .

↑ Federal Railway Office (Ed.): Plan approval decision according to § 18 AEG for the expansion of the Nuremberg – Ebensfeld line project: Hallstadt - Zapfendorf plan approval section: construction km 2.408 to 15.100 . Nuremberg July 30, 2015, p. 93, 96-119, 428 ( Part 1 , Part 2 ).

↑ VDE 8.1 NBS / ABS Hallstadt-Ebensfeld-Erfurt, VP Breitengüßbach / Zapfendorf, BA 2400 Zapfendorf, route 5919 km 68.9 + 73 - km 77.7 + 07, route 5100 km 6.3 + 49 - km 15.1 +00. Archived from the original ; accessed in 2014 .

↑ Germany-Erfurt: permanent way work . Document 2015 / S 241-438278 of December 12, 2015 in the supplement to the Electronic Official Journal of the European Union .

↑ Use the VDE 8 blocking pause . In: DB Welt , Southeast regional section . No. 1 , 2016, p. 17 .

↑ Ebensfeld has to adjust to more rail noise . In: Neue Presse , Lichtenfels edition . July 30, 2014, p. 7 ( np-coburg.de ).

↑ Arno Stoffels: Start for Bavaria's greatest test of nerves . In: Nürnberger Nachrichten . January 13, 2016, p. 15 .

↑ Start of construction for the extension of the four-track expansion section to the city limits of Bamberg. In: deutschebahn.com. Deutsche Bahn, March 26, 2019, accessed on March 28, 2019 .

^ The Hallstadt – Breitengüßbach construction section. In: vde8.de. Archived from the original ; accessed on May 20, 2020 .

↑ http://ausschreibung-deutschland.de/144034_13TEI01686_-_VDE_81_ABSNBS_Hallstad_-_Ebensfeld_-_Erfurt_VP_Ebensfeld_BA_2500_Ebensfeld_BA_2013_Erfurt

↑ http://www.vde8.de/media/public/downloads/VDE-81_Ausbaustrecke_Nuernberg-Ebensfeld/VDE-81-ABS_Einbichtung-Unterbreitenbach-Ebensfeld.pdf

↑ DB information center in Fürth closes with a new construction phase - next information point in Erlangen. www.vde8.de , November 22, 2012, accessed on November 24, 2012 .

↑ Four-track rail expansion reaches Forchheim. December 21, 2015, accessed January 27, 2016 .

↑ New information point for the Nuremberg-Berlin project (VDE8) opened in Breitengüßbach, Upper Franconia. Deutsche Bahn AG, December 10, 2013, archived from the original on December 30, 2013 ; accessed on December 30, 2013 .

↑ DB Infopoint Construction for VDE8 in Breitengüßbach closes. In: deutschebahn.com. Deutsche Bahn, August 24, 2017, accessed on August 31, 2017 .

↑ The marshals were killed by the train . Announcement of the Nürnberger Nachrichten of December 7, 2011, accessed on January 2, 2012.

↑ 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 ( bmvbs.de [PDF; 198 kB ]). Status report on German unity transport projects ( Memento from October 21, 2013 in the Internet Archive )

↑ ^a ^b ^c Federal Ministry of Transport, Building and Urban Development: Status report of transport projects German unity , August 2010.

↑ ^a ^b Federal Ministry of Transport, Building and Urban Development: Status report of the transport projects German unity , July 2008.

↑ 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 parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 16/13302 - (PDF; 225 KiB). Printed paper 16/13561 of June 18, 2009.

↑ Stoiber: Chancellor Schröder disadvantages the south . In: Süddeutsche Zeitung , July 9, 1999, p. 2.

↑ Federal Ministry of Transport, Building and Urban Development: Status report of the transport projects German unity , December 2007.

↑ ^a ^b Federal Ministry of Transport, Building and Urban Development (ed.): Tunneldurchstich Eierberge near Bad Staffelstein ( page no longer available , search in web archives ). Press release from August 29, 2011.

↑ Federal Ministry of Transport, Building and Urban Development: Investment framework plan until 2010 for the federal transport infrastructure . April 2007 document.

↑ Thuringia wants to accelerate the ICE expansion with an amount of millions . In: Leipziger Volkszeitung , May 29, 2007.

↑ New money for the ICE route in prospect . In: Free Word , December 3, 2008.

↑ More money expected for the ICE route . In: Free Word , December 12, 2007.

↑ German Bundestag: Implementation of projects for the new construction, expansion and maintenance of federal railways in Bavaria (PDF; 134 KiB). 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

↑ Approvals EU Commission . In: verNETZt - information sheet on the Operational Program for Transport EFRE Federal Government 2007–2013 . No. 2 , 2008, p. 2 ( bmvbs.de [PDF; accessed on October 2, 2012]). Approvals EU Commission ( Memento from December 10, 2011 in the Internet Archive )

↑ Approvals EU Commission . In: verNETZt - information sheet on the Operational Program for Transport EFRE Federal Government 2007–2013 . No. 2 , 2009, p. 1 ( bmvbs.de [PDF; accessed on October 2, 2012]). Approvals EU Commission ( Memento from December 10, 2011 in the Internet Archive )

↑ Expensive aisle . In: Der Spiegel . No. 40 , 1997, pp. 20 ( online - September 29, 1997 ).

↑ Written questions with the answers of the federal government received in the week of November 20, 2006 (PDF; 360 KiB) Bundestag printed matter 16/3570 of November 24, 2006, p. 27 f.

↑ Do you care what people think of you? ( Memento of January 29, 2010 in the Internet Archive ). Picture taken on Sunday January 18, 2009.

↑ ICE route through the Vogtland . In: Süddeutsche Zeitung , November 21, 1992.

↑ Scientist advises demolition of ICE route . In: Ostthüringer Zeitung , November 28, 2007.

↑ Keep the ICE and protect the environment ( Memento from September 27, 2007 in the Internet Archive ). In: Coburger Neue Presse from September 8, 2007.

↑ Alternative route effectively off the table . In: Coburger Tagblatt , August 16, 2008, p. 17.

Comments

↑ The last switch connection between the high-speed line and the existing line running parallel is in the Unterleiterbach depot. The place Ebensfeld does not have an operating point on the high-speed line and is only the geographical start of the new line.

[vde81-pfa-anl01-1] ↑ ^a ^b ^c ^d ^e ^f Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): New Ebensfeld - Erfurt line: Planning approval for construction km 56.4 + 15 - 76.1 + 50: Explanatory report. Appendix 0.1. Document dated August 20, 1994, amended on June 12, 1996, plan approved on June 20, 1996. Erfurt, 1994, pp. 56, 58, 77 f.

[plan1-2] Thuringian state administration: PFV for the construction project of DB Netz AG: Transport Project German Unity (VDE) 8.1, new line (NBS) Ebensfeld - Erfurt, plan approval section (PFA) 2.2 "Ilmenau", construction km 56.4 + 15 - 76 , 1 + 50 of the route (5919) Eltersdorf - Erfurt - Leipzig Hbf, 8th change of plan . Expansion of rescue areas, approaches Explanatory report Annex 0.1, July 6, 2015. p. 3.

[plan-3] Thuringian state administration: Plan approval procedure for the construction measure of DB Netz AG: New construction line, PFA 2.12 Thuringian Forest, 7th change of plan as well as initial planning here 1st change of plan . New route Ebensfeld-Erfurt PA 3 * BA 2.12 Thuringian Forest, overview map km 47.4 + 00 - 51.6 + 50, Appendix No. 1, Sheet 4, February 27, 2015

[np-coburg-2007-10-02-5] ICE already in 2016 . In: Neue Presse Coburg , October 2, 2007

[sz-1999-07-08-6] Klaus Ott : ICE does not run through the Thuringian Forest . In: Süddeutsche Zeitung (Munich edition), July 8, 1999, p. L9.

[ek-2008-11-40-7] ↑ ^a ^b ^c ^d ^e ^f ^g ^h Friedrich List: The “Unfinished” is still being built . In: Eisenbahn-Kurier , issue 11/2008, pp. 40–45.

[fw-2008-09-16-8] Closing the gap at the Froschgrundsee . In: Free Word of September 16, 2008.

[dipt-9] German Bundestag (ed.): Transport investment report for the 2013 reporting year . Printed matter 18/5520. Bundesanzeiger Verlag GmbH, July 7, 2015, ISSN 0722-8333 , p. 50 ( bundestag.de [PDF; 83.0 MB ; accessed on October 15, 2015]).

[np-2017-09-21-10] Werner Rost: Upper Franconia remains a major railway construction site. In: np-coburg.de. September 21, 2017, archived from the original on September 24, 2017 ; accessed on September 24, 2017 .

[vde-2014-11] Federal Ministry of Transport and Digital Infrastructure (Ed.): Status report of transport projects German unity (as of June 2014) . 2014, p. 6, 15, 17 ( bmvi.de [PDF]).

[etr-2007-494-12] ↑ ^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: Eisenbahntechnische Rundschau . 56, No. 9, 2007, pp. 494-500.

[nn-1991-03-15-13] Walter Schatz: Surprising turn . In: Nürnberger Nachrichten , March 15, 1991.

[bmv-1993-71-14] Federal Ministry of Transport (Ed.): Transport projects German unity: projects, plans, laws, arguments . Bonn, August 1993, pp. 71-76.

[pbde-1995-01-15] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m Planungsgesellschaft Bahnbau Deutsche Einheit mbH, Project Center Erfurt: ABS / NBS Nürnberg-Erfurt-Leipzig / Halle-Berlin . Brochure (15 pages), as of January 1995 (PDF, 2.1 MiB)

[pbde-1996-16] A ^b ^c ^d ^e Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): A new railway for Thuringia, Germany and Europe. The new railway line from Ebensfeld to Erfurt . Erfurt, April 1996, pp. 7, 13, 19 f, 22.

[brueckenbau-2009-99-17] Martin Schnellhardt: Planning and construction of the Froschgrundsee viaduct and the Grümpentalbrücke - wide-span arch bridges in the course of the new railway line (sic!) Ebensfeld-Erfurt . In: 19th Dresden Bridge Construction Symposium: Planning, construction, repair and upgrading of bridges, 9./10. March 2009 , pp. 99-110.

[bvwp-1992-18] Federal Ministry of Transport: Federal Transport Infrastructure Plan 1992 , p. 21.

[sz-1994-01-26-19] Peter Schmitt: The node in the rail network . In: Süddeutsche Zeitung , January 26, 1994, p. 49.

[sz-1992-02-08-20] Three alternatives for the new ICE route . In: Süddeutsche Zeitung , February 8, 1992.

[ek-1993-4-34-21] "What we plan is the best" . In: Eisenbahn-Kurier , issue 4/1993, pp. 34–36.

[sz-1993-05-15-22] Peter Schmitt: Stones are being put in the way of the ICE . In: Süddeutsche Zeitung , May 15, 1993.

[koennings-1999-23] Heinz-Dietrich Könnings, Max John: Construction of the longest railway tunnel in Germany for the NBS between Erfurt and Munich . In: Tunnel technology for future tasks in Europe . Balekma-Verlag, Rotterdam 1999, ISBN 90-5809-051-5 , pp. 83-95.

[db-1991-4-13-24] Order for the planning of the new building and upgrading line from Nuremberg to Erfurt placed . In: Die Bahn informs , issue 4/1991, September 1991, p. 13, ZDB -ID 2003143-9 .

[spiegel-1992-20-75-25] Second Wackersdorf . In: Der Spiegel . No. 20 , 1992, pp. 75-77 ( Online - May 11, 1992 ).

[bmv-1995-8-26] Federal Ministry of Transport (ed.): The 17 transport projects German unity at a glance . Reprint from Aktuell , 1995, p. 8.

[baukultur-1994-3-25-27] Gerd Löwe, Sabine Lecour: The motorway through the Thuringian Forest . In: Baukultur , Heft 3, 1994, pp. 25–31, ISSN 0722-3099 .

[bmv-1996-04-14-28] Federal Ministry of Transport: Transport projects German unity. Status: April 1996 . Brochure (50 A4 pages), Bonn 1996, p. 14

[freies-wort-2008-10-04-29] For now, no connection on this rail . In: Free Word , October 4, 2008.

[sz-1994-05-04-30] Hearing for the ICE route Nuremberg-Erfurt . In: Süddeutsche Zeitung , No. 102, 1994, ISSN 0174-4917 , p. 58.

[sz-1996-04-17-46-31] Starting shot for two race tracks . In: Süddeutsche Zeitung , April 17, 1996, p. 46.

[bt-17-444-32] German Bundestag: Information from the Federal Government: Transport Investment Report 2009 (PDF; 19.9 MiB), printed matter 17/444 of January 14, 2010, p. 28, p. 51 f.

[infob-1996-2-7-33] Start of construction on Bundlingstrasse . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Info-Brief , ZDB -ID 2668166-3 , Issue 2/1996, July 15, 1996, p. 7.

[34] Planning approval documents for 110 kV traction power line south (BA 3270), DB ProjektBau GmbH, April 30, 2012

[koalitionsvertrag-1998-35] Awakening and Renewal - Germany's Way into the 21st Century . Coalition agreement between the Social Democratic Party of Germany and BÜNDNIS 90 / DIE GRÜNEN. Bonn 1998, p. 16 ( gruene.de [PDF]). Awakening and Renewal - Germany's Way into the 21st Century ( Memento from March 4, 2016 in the Internet Archive )

[handelsblatt-1999-116-6-36] ICE route Nuremberg-Erfurt possibly before the end . In: Handelsblatt . No. 116 , June 21, 2014, ISSN 0017-7296 , p. 6 .

[sz-1999-03-30-37] Construction stop for ICE route . In: Süddeutsche Zeitung , March 30, 1999, p. L6.

[sz-1999-05-29-38] Christian Schneider: Bahn indicates abandonment of the ICE route through the Thuringian Forest . In: Süddeutsche Zeitung , May 29, 1999, p. 60.

[eri-1999-282-39] Notification of withdrawal from major projects? . In: Eisenbahn-Revue International , Issue 7–8 / 1999, ISSN 1421-2811 , p. 282.

[eri-1999-338-40] Notification of major projects on the siding . In: Eisenbahn-Revue International , Issue 9/1999, ISSN 1421-2811 , p. 338.

[sz-1999-07-12-41] Klaus Ott: The course has been set . In: Süddeutsche Zeitung , July 12, 1999, p. 4.

[infob-1999-1-12-42] 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.

[eri-1999-396-43] News update shortly . In: Eisenbahn-Revue International , issue 10/1999, ISSN 1421-2811 , p. 396.

[sz-1999-07-10-44] Thuringian government argues about reaction . In: Süddeutsche Zeitung , July 10, 1999, p. 6.

[sz-1999-08-21-45] Jens Schneider: On a knife edge . In: Süddeutsche Zeitung , August 21, 1999, p. 10.

[sz-1999-07-06-46] Dispute over government statement . In: Süddeutsche Zeitung , July 16, 1999, p. 6.

[eri-2000-148-47] Message Again the green light for NBS Erfurt - Ebensfeld . In: Eisenbahn-Revue International , issue 4/2000, ISSN 1421-2811 , p. 148.

[sz-2000-03-29-L8-48] Countries insist on a new ICE route . In: Süddeutsche Zeitung (state edition of Bavaria), March 29, 2000, p. L8.

[sz-2002-03-13-43-49] ICE line is being built . In: Süddeutsche Zeitung , March 13, 2002, p. 43.

[spd-2002-03-10-50] Speech by the SPD party chairman, Federal Chancellor Gerhard Schröder, at the party conference of the East German state associations of the SPD in Magdeburg on March 10, 2002 ( Memento of April 2, 2015 in the Internet Archive ).

[eri-2002-211-51] Report by rail boss Mehdorn for ICE route Nuremberg - Berlin . In: Eisenbahn-Revue International , issue 5/2002, ISSN 1421-2811 , p. 211.

[mopo-2002-02-24-52] Federal Minister of Transport Kurt Bodewig on the Transrapid, rail reform and a second driving school for beginners . In: Berliner Morgenpost , February 24, 2002.

[br-2014-241-53] Bundesrechnungshof (Ed.): Comments 2014 on the budget and economic management of the federal government . 2014, ZDB -ID 1461720-1 , p. 241 f . ( PDF ; 4 MiB).

[bt-16-13787-54] German Bundestag: 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 (PDF; 74 KiB). Printed paper 16/13787 of July 14, 2009.

[bt-17-451-55] Answer of the Federal Government to the small question from the MPs Dr. Anton Hofreiter, Winfried Hermann, Bettina Herlitzus, another member of the ALLIANCE 90 / DIE GRÜNEN parliamentary group regarding “New and upgraded Nuremberg - Erfurt” - printed matter 17/336 . (PDF; 74 KiB)

[np-coburg-2007-10-05-56] ICE stop: The key is in Coburg . In: Neue Presse Coburg , October 5, 2007

[freies-wort-2007-09-03-57] Ilm Valley Bridge. Information is in the foreground . In: Free Word , September 3, 2007.

[bt-16-1379-58] ↑ ^a ^b ^c ^d ^e ^f ^g ^h Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Winfried Hermann, Peter Hettlich, other members of the Bundestag and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN new and upgraded line Nuremberg – Erfurt (PDF; 111 KiB) Printed matter 16/1217 of the German Bundestag from May 5, 2006.

[np-2008-07-18-59] Mehdorn: Werra Railway makes sense . In: Neue Presse , Coburg, July 18, 2008.

[freies-wort-2008-05-23-60] City and country united - no local transport lines are ordered on the new route, Wümbach stop without interest . In: Free Word , May 23, 2008.

[eba-2011-11-22-61] Federal Railway Office (Ed.): VDE 8.1, PFA 2.2, 5th plan change: Adaptation of the Ilmenau-Wolfsberg overtaking station ( page no longer available , search in web archives ) (PDF; 27 KiB). Letter of November 22, 2011 to DB ProjektBau, South Regional Construction Area; Reference number 53110-531ppa / 003-2316 # 007.@1@ 2Template: Toter Link / www.eba.bund.de

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[sma-2020-06-30-fv-70] Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed on July 22, 2020 .

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[4] The last switch connection between the high-speed line and the existing line running parallel is in the Unterleiterbach depot. The place Ebensfeld does not have an operating point on the high-speed line and is only the geographical start of the new line.