Connecting curve Dörfles-Esbach

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Herzogsweg Abzw – Esbacher See Abzw
Route number : 5126
Route length: 1.462 km
Gauge : 1435 mm ( standard gauge )
Power system : 15 kV, 16.7 Hz  ~
Top speed: 100 km / h
Dual track : -
Legend
Route - straight ahead
 from Coburg
Blockstelle, Awanst, Anst etc.
 0.000 Herzogsweg Abzw
   
 to Ernstthal am Rennsteig
Road bridge
 Federal motorway 73
   
 from Ebensfeld
Blockstelle, Awanst, Anst etc.
 1.462 Esbacher See Abzw
Route - straight ahead
 to Leipzig Hbf

The connecting curve Dörfles-Esbach (also connecting curve Coburg Nord or Nordkurve ) is a railway connecting curve of the German Unity Transport Project No. 8 north of Coburg .

The approximately one kilometer long route connects the new Ebensfeld – Erfurt line with the Coburg – Ernstthal railway on Rennsteig in the direction of Coburg. Together with the Niederfüllbach connecting curve , it serves to connect the Coburg train station to the new line .

The route was put into operation when the timetable changed in December 2017 and was used by around three long-distance trains per day and direction (as of 2020).

course

The connecting curve leads out of the Coburg – Ernstthal railway at Rennsteig at the Herzogsweg junction at kilometer 4,370 northeast of Coburg. The route then turns into a left-hand curve with a gradient of up to 28 per thousand, crosses the Herzogsweg on a bridge and crosses under the federal motorway 73 as well as a communal road in a 153-meter-long, tunnel-like intersection structure. It then reaches a parallel position to the new line and finally, north of the Itztalbrücke , at the Esbacher See junction, it merges into the high-speed line towards Erfurt. A switch trapezoid (double track change with four switches) then enables the transition to the direction track to Erfurt.

The connecting curve can be driven at 100 km / h. The permissible speeds following the threading areas are 300 km / h on the new line, 100 km / h on the Coburg – Ernstthal railway line at Rennsteig initially and 90 km / h in the area of ​​the subsequent Dörfles-Esbach stop.

The connecting curve comprises around 1.46 km of track and around 20 catenary masts. There is a 575 m long noise protection wall along the route.

The routing in the floor plan follows the existing route in alternating arc radii of 700, 900, 540 and 500 meters. Before merging into the new line, short arcs of 1500 and 1200 m radius alternate with short straight lines.

history

planning

In 1995 the connecting curve was still largely planned to be two-pronged. The single-track connection to the existing and the new line should be followed by an additional switch for connecting or disconnecting a second track.

It was part of construction section 1.2 ("Coburg connection") in project section 3 of the new line. The planning approval decision was issued on June 10, 1996, and the financing agreement was concluded on November 10, 1997.

construction

The junction with the federal motorway 73 was built in 2004/2005 as part of a preliminary construction work. The construction of the route was put out to tender across Europe in September 2012. The construction contract should run from February to December 2013.

From June 21 to 23, 2013, the curve was connected to the Coburg – Ernstthal railway line on Rennsteig. 1.3 km of track and a switch were laid.

Since autumn 2013, material for track construction and line equipment has been transported over the curve to the new line.

The 120-meter long rails for the route were transported by rail to the Coburg freight station . From there they were brought over the Coburg – Ernstthal am Rennsteig railway line and the connecting curve to the new line and loaded onto a special vehicle with 31 axles.

The two Coburg connecting curves were to be integrated into the expanded Coburg signal box, which is located on the site of the former freight yard, from the beginning of 2017. The contract to expand the signal box, which went into operation in 2008, was awarded in 2015 for 3.3 million euros.

As part of a closure of the existing line from June 3 to 18, 2017, the technical commissioning of the connecting curve followed. Test drives were carried out for the interlocking of the connecting curve for September 29, 2017.

The costs for the connection of the Coburg train station to the new line are put at a total of 30 million euros.

  • Crossing under the A 73 under construction (2006)

  • Track construction work on the connecting curve, with a view towards Coburg. No tracks have been laid on the new line (front) (June 2013)

  • Rail transport train at the northern end of the connecting curve, at the transition to the new line (November 2013)

business

Commissioning was in December 2017. Initially, three pairs of ICE trains drove over the connecting curve every day. A fourth pair of trains was added to the timetable change in December 2019.

From December 2023, an additional five pairs of regional express trains per day are to travel the connecting curve.

Freight trains that have longer braking distances for technical reasons should initially not be able to drive over the curve due to the boundary conditions of the train control system (ETCS). The retrofitting of this driving option, which was subsequently ordered, cost 40,000 euros.

In the third expert draft of the Deutschland-Takt presented in June 2020, every two-hour regional and long-distance traffic is stored over the curve.

technology

The superstructure of the track is mostly as ballasted executed at the transition to the new line is a short piece of slab tracks .

Access security signal switched to dark (towards Erfurt)

The route is remote-controlled from the Munich operations center via the Coburg ESTW center. There is an access control signal on the route, which is controlled by an electronic interlocking on the new route.

The transition from conventional control and safety technology ( Ks , PZB ) to ETCS means that trains in the direction of the new line have to slow down temporarily and cannot travel at the actually permissible speed of 100 km / h continuously. The reason for this is as follows: There are two main signals on the curve in the direction of the new line . The first is the ETCS entry into ETCS Level 2, the follow-up signal is the access control signal, which shows "stop" for conventional trains and which can only be passed by ETCS Level 2 trains. Since entry can only take place at the upstream (first) main signal, this always shows "Drive, expect stop", which means that braking must first be initiated. After the successful transition to ETCS Level 2 has become known to the route, the access control signal can be switched to dark and the train can then accelerate again.

Web links

Commons : Connection curve Dörfles-Esbach  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c D-Erfurt: superstructure work. Document 2012 / S 173-286422 in the supplement to the Electronic Official Journal of the European Union . September 8, 2012, accessed January 8, 2016 .
  2. ↑ a b Heike Renner: With heavy equipment in the curve . In: Coburger Tageblatt . June 19, 2013, p. 17 (short version online ).
  3. ↑ http://eisenbahn-tunnelportale.de/lb/inhalt/tunnelportale/5126.html
  4. ↑ a b c New Ebensfeld - Erfurt line. Planning approval building km 18.0 + 30 - 34.2 + 40 . Site plan (Appendix No. 4), Sheets 10, 11 and 21. Compiled in May 1994, amended on August 7, 1995 (Sheets 11 and 21) and December 19, 1995 (Sheet 10).
  5. ↑ a b German Bundestag (ed.): Information from the Federal Government: Transport investment report for the 2013 reporting year . tape 18 , no. 5520 , July 7, 2015, ISSN  0722-8333 , p. 1, 47 ( PDF file , 85 MB).
  6. ↑ Rails by rail to the ICE construction site . In: Free Word . February 27, 2014, p. 11 .
  7. ↑ Rail express with 31 axles . In: Coburger Tageblatt . February 21, 2014, p. 18 .
  8. ↑ The station renovation in Coburg starts on Monday. In: infranken.de. November 18, 2016, accessed November 20, 2016 .
  9. ↑ Construction work in the Coburg train station for a convenient connection to the Nuremberg-Berlin project (VDE8). Press release. (No longer available online.) Deutsche Bahn, November 18, 2016, archived from the original on November 21, 2016 ; Retrieved November 20, 2016 .
  10. ↑ Bombardier Transportation Signal Germany GmbH (Ed.): Annual financial statements for the financial year from January 1, 2015 to December 31, 2015 . Braunschweig March 31, 2016.
  11. ^ Thomas Heuchling: Final spurt between the track and the platform . In: New Press . June 1, 2017, p. 21 ( online ).
  12. ↑ Longer waiting times at level crossings. In: np-coburg.de. September 27, 2017. Retrieved September 30, 2017 .
  13. ↑ Study sees potential for ICE system stop in Coburg . In: Free Word , Suhl edition . January 24, 2015, p. 25 .
  14. ↑ Operating concept on the new Nuremberg-Erfurt line - connection to Coburg. In: stmi.bayedrn.de. Bavarian State Ministry of the Interior, for Building and Transport , June 24, 2016, accessed on June 24, 2016 .
  15. ↑ 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 .
  16. ^ Germany-Frankfurt am Main: construction work for railway lines. Document 230262-2017. In: Supplement to the Electronic Official Journal of the European Union . June 16, 2017. Retrieved June 17, 2017 .
  17. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft Bavaria. SMA und Partner AG, June 30, 2020, accessed on July 23, 2020 .
  18. ↑ 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 .
  19. ↑ Andreas Funke, Jutta Göring, Daniel Trenschel, Volker Schaarschmidt: ETCS competence center planning of DB ProjektBau at the Dresden location . In: The Railway Engineer . tape 63 , no. 8 , August 2012, ISSN  0013-2810 , p. 44-50 ( PDF file ). PDF file ( Memento from May 13, 2015 in the Internet Archive )