Weißig – Böhla railway line
| Junction Leckwitz – Junction Kottewitz | |||||||||||||||||||||||||||||||||
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| Route number : | 6274 (see WB) | ||||||||||||||||||||||||||||||||
| Course book section (DB) : | 500 | ||||||||||||||||||||||||||||||||
| Route length: | 7.425 km | ||||||||||||||||||||||||||||||||
| Gauge : | 1435 mm ( standard gauge ) | ||||||||||||||||||||||||||||||||
| Route class : | D4 | ||||||||||||||||||||||||||||||||
| Power system : | 15 kV, 16.7 Hz ~ | ||||||||||||||||||||||||||||||||
| Top speed: | 160 km / h | ||||||||||||||||||||||||||||||||
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The Weißig – Böhla railway is a double-track, electrified main line in Saxony . It runs through Grossenhainer Pflege and connects the railway lines Leipzig – Dresden and Berlin – Dresden between the Leckwitz junction near Weißig and the Kottewitz junction near Böhla . The official opening after two years of construction took place on December 3, 2010, the start of operations for regular trains to the timetable change on December 12, 2010.
The project was part of the second construction phase of the German Unity Transport Project No. 9, which also included the expansion between Riesa and the Röderau junction and the expansion between Dresden-Neustadt and Coswig. As part of the project, a speed of 200 km / h is to be achieved for long-distance traffic between Leipzig and Dresden . In the end, a journey time of 45 minutes between the two cities is planned.
Route
At the beginning of the line in Leckwitz bei Weißig, the Leipzig – Dresden railway line is threaded out of the connecting curve at the same height via a field of four switches (2500 m radius) that can be driven at 130 km / h each . From there, the 7.425-kilometer connecting curve runs north of Strießen, Priestewitz and Kottewitz through the Großenhainer Pflege. North of Priestewitz the connecting curve crosses the großenhain-priestewitz railway and east of Kottewitz they threaded level freely over with to 200 km / h were put turnout (6000/7000 m radius) in the route Dresden Elsterwerda (Berlin-Dresden) one. The track in the direction of Dresden – Leipzig will be guided on a 160 m long flyover over the Berlin – Dresden line. In its course, the route also crosses federal highway 101 ; a total of six railway overpasses are part of the route. The dams reach a height of up to 9 m.
history
background
Even before German reunification , there were considerations for a connection between the two routes.
In the 1992 Federal Transport Infrastructure Plan , both the Berlin-Dresden and the Dresden-Leipzig railways were initially planned for high speeds. As part of the preliminary draft planning from 1992/1993, it was planned to bypass Riesa south on the way from Leipzig to Dresden, to cross the existing line at Medessen and to thread into the line coming from Berlin at Böhla.
After optimization, the section of the new line beginning near Riesa was discarded. Instead, on the approximately 13 km long section between Böhla and Radebeul, only the Berlin-Dresden Railway was to be expanded for high-speed traffic and a link to the Leipzig-Dresden Railway was to be established. The aim was to save around 370 million D-Marks, significantly reduce interventions in nature and the landscape, and separate fast and slow traffic. According to the railways from 2008, the connecting curve is the most economical solution to segregate long-distance and regional traffic by bundling the fast long-distance traffic in the approach to the Dresden node on the upgraded line and the slower local traffic remains on the existing line. Furthermore, the long-distance and S-Bahn traffic between Dresden-Neustadt and Coswig should be separated.
On January 8, 1993, an investigation was commissioned to link the two routes. In March 1993 the preliminary planning for a link between Neumedessen (Leipzig-Dresdner Bahn) and Böhla (Berlin-Dresdner Bahn), including the Kockelsberg tunnel, was confirmed. According to the planning status of December 1995, the project should be implemented between mid-1998 and early 2000.
The project aims on the one hand to bundle the rail traffic from the north-west to the Dresden railway junction and on the other hand to separate the fast and slow incoming traffic. As a topographical hurdle, the ridge described for the Oberauer Tunnel has to be mastered. Both historical solutions include a curved route between Niederau and Priestewitz or Weinböhla and Böhla in order to either overcome the difference in altitude with a reasonable incline or to reach a short tunnel. When regional traffic between Radebeul-West and Großenhain via Weinböhla was discontinued at the beginning of the 1990s, the idea of using this route for future fast freight and passenger traffic came about. In addition, it was promised that the Coswig railway junction would be relieved of long- distance rail traffic with the S-Bahn cycle to Meißen being increased .
planning
The joint regional planning procedure for the Riesa southern bypass and the connecting curve was initially not initiated. In March 1995 the Riesa southern bypass was canceled. In May 1995 the documents for the regional planning procedure for the link and the subsequent planned new section for straightening in the area of the Kockelsberg were ready. The approval of Deutsche Bahn AG was still pending in early 1996. In April 1996, the regional planning procedure was still in preparation.
Originally, the entire project VDE No. 9 was planned to be implemented by 1999, but the start of construction on the connecting curve was delayed due to a lack of funding. In 2001 the first construction lot was put out to tender, but initially only archaeological excavations were carried out and the start of construction was postponed. The invitation to tender took place again in 2008; completion was scheduled for 2011. The project comprised a total of five construction lots.
The planning envisaged the construction of 17 bridges and culverts as well as 7 km of railway embankments . The line speed is 160 km / h, with a further increase to 200 km / h being taken into account in the planning. Currently, the line is only equipped with point train control.
The route was the subject of plan approval section 2103 of the project, for which the plan approval decision was issued on November 7, 2001. The financing agreement was signed on July 24, 2003.
Construction and opening
Before the actual construction work began, the State Office for Archeology carried out excavations in 2002. Remnants of old settlements could be secured in the course of the future route. Jewelery from the Roman Empire as well as broken glass and wooden posts were found, which suggest the floor plans of former houses. The actual start of construction in the first construction lot took place in 2008.
Construction work began in August 2008.
The project is divided into two parts:
- Construction phase 1 includes the construction of the Leckwitz junction (between March and December 2009) and the construction of the new railway body (between September 2009 and May 2010).
- Construction phase 2 includes the construction of the Kottewitz branch (between December 2009 and December 2010), the construction of ESTW-A in Weißig and Böhla as well as recultivation measures.
By the beginning of December 2009, the embankment was largely completed over a length of around 5.5 km. The construction of the last section, with the threading into the Berlin-Dresden line, has been implemented since mid-December 2009 as part of a one-year full closure of the Grossenhain – Radebeul-Naundorf section .
The construction work was completed on December 5, 2010. The line was symbolically opened on December 3, 2010, and it was fully operational when the timetable changed on December 12, 2010.
costs
The total costs for the connecting curve including the planning costs amount to 89.3 million euros. Up to December 2008, around three million euros of this had been spent on land acquisition and an overpass that was built early.
In 2008, the planned costs of the connecting curve were put at 100 million euros.
technology
The Leckwitz junction is controlled from the electronic signal box (ESTW-Z) Priestewitz, for this purpose an ESTW-A was set up in Weißig. A second dispatcher operator station was set up in the ESTW-Z Priestewitz . The threading area of the Berlin-Dresden railway is also controlled by an ESTW, which was set up as ESTW-A Kottewitz in the area of the Böhla train station.
A linear train control system is required to use the projected travel speed of 200 km / h. It is planned to equip it with ETCS . After there were reports in mid-2015 regarding preparations to equip the line, in 2016 only the necessity was mentioned.
The superelevation is up to 100 mm.
Web links
- Representation of the infrastructure on the OpenRailwayMap.
Individual evidence
- ^ A b c d Ralf Rothe, Seckin Kurkut: Transport projects German unity, expansion line Leipzig - Dresden and S-Bahn Dresden - Coswig . In: Railway technical review . No. 7/8 , 2008, ISSN 0013-2845 , p. 456-461 .
- ↑ Deutsche Bahn AG (Ed.): DB is investing 80 million euros in modern long-distance railway tracks between Radebeul West and Weißig . Press release from December 3, 2010.
- ^ A b D-Dresden: Construction work for railway lines . Call for tenders 2009 / S 12-016850 from January 20, 2009 in the electronic gazette of the European Union
- ↑ a b On rails into the past - archeology on the railway line Weißig – Böhla (PDF; 539 kB), State Office for Archeology Saxony
- ^ A b c d Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Transport project German Unity Rail No. 9. ABS Leipzig - Dresden: Balance 1995 . 13-page brochure, Dresden, January 1996, pp. 2–5 as well as appendices 1 and 3.
- ↑ Federal Ministry of Transport (ed.): Transport projects German unity: projects, plans, laws, arguments . Bonn, August 1993, pp. 86-88.
- ^ Federal Ministry of Transport: Transport projects German unity. Status: April 1996 . Brochure (50 A4 pages), Bonn 1996, p. 18.
- ^ A b Deutsche Bahn AG: Fact sheet: Railway line Leipzig — Riesa — Dresden. VDE 9 expansion line Leipzig-Dresden. Weissig - Böhla construction phase. , Data sheet (2 pages), June 10, 2009
- ↑ STREDA.X ISR-Viewer of Deutsche Bahn ( page no longer available , search in web archives )
- ↑ a b c 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. 56 ( bundestag.de [PDF; 85.0 MB ]).
- ↑ a b Answer of the Saxon State Ministry for Economics and Labor to the small question of the deputy Dr. Dietmar Pellmann, DIE LINKE parliamentary group: "Expansion of the railway line between Riesa and Dresden" . Printed matter 4/13861 of the Saxon state parliament.
- ↑ Seckin Kurkut, Wolfgang Förster: VDE 9 ABS Leipzig-Dresden: 4-track extension between Coswig (b Dresden.) And Dresden-Neustadt . In: Railway technical review . tape 64 , no. 9 , 2015, ISSN 0013-2845 , p. 35-40 .
- ↑ Expansion of the Riesa - Dresden line? (No longer available online.) In: community.bahn.de. Deutsche Bahn AG, March 24, 2016, archived from the original on September 29, 2016 ; accessed on May 11, 2017 .