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Cologne-Frankfurt high-speed railway
Map
Stations and structures
Legend

Line 2651

Station on track
0,0 Cologne
Bridge over water
Rhein (Hohenzollernbrücke)
Track turning from left Tower station on bridge over transverse track Transverse abbreviated in this map
1.1
0,0
Cologne Messe/Deutz
Unknown route-map component "xABZlf" Junction from right
1.2 Cologne Gummersbacher Str.
Unknown route-map component "exSTR" Straight track
Extension of HSL planned
Unknown route-map component "exSTR" Non-passenger station on track
2.2 Cologne-Kalk
Unknown route-map component "exSTR" Junction from left Transverse abbreviated in this map
3.9 Cologne Vingst
Unknown route-map component "exSTR" Junction to left Track turning from right
4.5 Cologne Airport Northwest
Unknown route-map component "exSTR" Straight track Straight track
Airport loop (Strecke 2691)
Unknown route-map component "exSTR" Straight track Junction from left
7.6 Cologne-Frankfurter Str. (to S-Bahn)
Unknown route-map component "exSTRlf" Unknown route-map component "eABZlg" Straight track
7.8 Cologne Steinstraße
Unknown route-map component "KMW" Straight track
8.1
10.0
Temporary start of HSL
Straight track Enter and exit short tunnel
10.3 Schloss-Röttgen-Tunnel (1.047 m)
Straight track Enter tunnel
13.2 Airport Tunnel (4.210 m)
Straight track Unknown route-map component "tBHF"
15.3 Cologne/Bonn Airport
Straight track Exit tunnel
17.4
Straight track Junction to left
18.5 Cologne Porz-Wahn Nord
Junction from left Track turning right
19.5
15.6
Cologne Porz-Wahn Bft Süd
Straight track
Underbridge
BAB 59
Enter and exit short tunnel
20.1 Troisdorf Tunnel (627 m)
Station on track
26.3 Bf Siegburg/Bonn
Enter and exit short tunnel
27.4 Siegauen Tunnel (2,502 m)
Bridge over water
Hasenpohl Viaduct (127 m)
Enter and exit short tunnel
39.2 Ittenbach Tunnel (1,145 m)
Enter and exit short tunnel
Landschafts Bridge cut and cover (255 m)
Small bridge
Logebach Viaduct (173 m)
Enter and exit short tunnel
41.3 Aegidienberg Tunnel (1,240 m)
Enter and exit short tunnel
Kluse cut and cover (200 m)
Bridge over water
Kochenbachtalbrücke (150 m)
Enter and exit short tunnel
44.5 Rottbitze Tunnel (990 m)
Enter and exit short tunnel
Windhagen Fly-over (400 m)
Small bridge
Fischerhaus Viaduct (344 m)
Enter and exit short tunnel
48.6 Günterscheid Tunnel (1,130 m)
Bridge over water
Hallerbach Viaduct (992 m)
Bridge over water
Wied Viaduct (387 m)
Enter and exit short tunnel
53.0 Ammerich Tunnel (755 m)
Enter and exit short tunnel
53.8 Fernthal Tunnel (1,555 m)
Bridge over water
58.8 Dasbach Viaduct (218 m)
Track change
61.7 Willroth crossover
Small bridge
75.6 Kutscheid Viaduct (67 m)
Enter and exit short tunnel
76.4 Deesen Tunnel (338 m)
Enter and exit short tunnel
78.2 Deesener-Wald Tunnel (1,270 m)
Enter and exit short tunnel
83.8 Dernbach Tunnel (3,305 m)
Junction from left Transverse abbreviated in this map
from Siershahn
Station on track
89.1 Montabaur railway station
Junction to left Transverse abbreviated in this map
to Limburg
Enter and exit short tunnel
89.9 Himmelberg Tunnel (2,395 m)
Enter and exit short tunnel
92.5 Wahnscheid Tunnel (735 m)
Enter and exit short tunnel
93.3 Dickheck Tunnel (570 m)
Bridge over water
Eisenbach Viaduct (138 m)
Enter and exit short tunnel
94.1 Eichheide Tunnel (1,750 m)
Small bridge
Wiesengrund Viaduct (338 m)
Enter and exit short tunnel
Eichen-Diekenscheid Tunnel (400 m)
Enter and exit short tunnel
97.5 Lange-Issel Tunnel (1,015 m)
Enter and exit short tunnel
100.4 Elzer-Berg Tunnel (1,110 m)
Enter and exit short tunnel
106.8 Limburger Tunnel (2,395 m)
Bridge over water
Lahn viaduct (438 m)
Station on track
110.5 Limburg Süd railway station
Track change
113.0 Lindenholzhausen crossover
Small bridge
Wörsbach Viaduct (528 m)
Enter and exit short tunnel
Hessenweiler overpass (368 m)
Small bridge
Roter-Graben Viaduct (132 m)
Bridge over water
Wallbach Viaduct (534 m)
Enter and exit short tunnel
130.6 Wörsdorf Flyover (525 m)
Enter and exit short tunnel
133.8 Idsteiner Tunnel (2,069 m)
Track change
137.0 Idstein crossover
Enter and exit short tunnel
138.0 Niedernhausener Tunnel (2,765 m)
Bridge over water
141.6 Theiß Viaduct (484 m)
Enter and exit short tunnel
142.9 Hellenberg Tunnel (552 m)
Enter and exit short tunnel
145.4 Schulwald Tunnel (4,500 m)
Enter and exit short tunnel
151.4 Breckenheimer Tunnel (1,150 m)
Unknown route-map component "ABZld" Track turning from right
152.5 Breckenheim toward Wiesbaden
Straight track Straight track
Wiesbaden branch (Strecke 3509)
Enter and exit short tunnel Straight track
Wandersmann Nord (1,145 m/1,090 m)
Enter and exit short tunnel Straight track
Wandersmann Süd (795 m)
Enter and exit short tunnel Straight track
Overpass Wiesbaden-Erbenheim (316 m)
Straight track Unknown route-map component "KBFe"
13.2 Wiesbaden Hbf
Small bridge
155,0 Bridge BAB A66 (120 m)
Bridge over water
Main Bridge (324 m)
Small bridge
Ticona Bridge (167 m)
Junction to left Transverse abbreviated in this map
161.5 Raunheim Caltex towards Kelsterbach
Small bridge
162.1 Caltex Bridge (351 m)
Transverse abbreviated in this map Junction from right
163.4 Raunheim Mönchhof from Mainz
Enter and exit short tunnel
167.1 Kelsterbacher Spange (994 m)
Station on track
169.3/0,5 Frankfurt Airport Station
Track turning from left Junction to right
Enter and exit tunnel Enter and exit tunnel
170.3 Frankfurter Kreuz
Straight track Straight track
(Sportfeld Curve, 1.886 m)
Straight track Straight track
(Zeppelinheim Curve, 1.632 m)
Straight track Straight track
4.8 Zeppelinheim, towards Mannheim
Straight track Track change
171.4 Frankfurter Kreuz crossover
Junction from left Junction from right
to Ried Railway, towards Gernsheim
Abbreviated in this map Junction from left Transverse abbreviated in this map
Main Railway, towards Mainz
Station on track
173.6 Frankfurt Stadium

End of high-speed line
Continuation toward Frankfurt Hbf

The Cologne-Frankfurt high-speed railway (in German: Neubaustrecke Köln-Rhein/Main) is a 177-kilometre (110 mi) long railway line in Germany, connecting the cities of Cologne and Frankfurt. Its route follows the Bundesautobahn 3 for the greater part, and currently the travel time is about 70 minutes. The line's grades of up to four percent require trains with a high power-to-weight ratio which is currently only met by third-generation InterCityExpress trains. It was constructed between 1995 and 2002 at a total cost of 6 billion according to Deutsche Bahn.

Contents

Operational use

The line starts in Cologne at the Abzweig Köln-Steinstrasse in the Cologne borough of Porz. Whilst the connection loop to Cologne-Bonn Airport, the Cologne Airport loop, is technically not a part of the high-speed line, it was built as a part of the general refurbishments in the Cologne area due to the line, and hence is generally regarded as part of the project. The line has four stations, Siegburg/Bonn, Montabaur, Limburg Süd and Frankfurt Airport. The line is equipped for speeds up to 300 km/h between Siegburg and Frankfurt, closely following the A3 autobahn.

History

The former Deutsche Bundesbahn (DB) began planning for a network of high-speed lines for both passenger and freight trains in the 1960s. The 1973 federal transport plan included a high-speed line between Cologne and Groß-Gerau (near Frankfurt), as well as between Hanover and Würzburg and between Mannheim and Stuttgart. This plan envisaged that mixed traffic would require:

  • maximum grade of 1.25% (occasionally 2.0%)
  • curves with small superelevation and minimum radii of 4,800 m to 7,000 m
  • maximum line speed of 250 to 300 km/h

These specifications would be difficult to achieve either near the traditional Rhine valley route, which follows an entrenched meander, or along DB's preferred route next to the A3, which has long and steep climbs and descents. The second federal transport plan in 1985 (which was drawn up when the first TGV line had been operating for four years) included a passenger train-only railway, which meant that much steeper grades would be acceptable. The technical standards adopted were:

  • maximum grade : 4.0%
  • minimum radius : 3,350 m
  • maximum speed : 300 km/h (186 mph)

DB negotiated with the states of North Rhine-Westphalia, Rhineland-Palatinate and Hesse over the route. Each state had objections to the bypassing of the cities on the Rhine, particularly Bonn, Andernach, Koblenz, Mainz and Wiesbaden and four other routes were examined that passed through some of these. No agreement was reached and the Federal Cabinet agreed on 20 December 1989 to a recommendation of the Transport Minister to adopt the A3 route and, among other things, to include a station at Limburg.[1]

DB then consulted with the states and community groups over the details of the route. In North Rhine-Westphalia there was considerable debate over the location of the station to serve the Bonn area and on how to serve the Cologne-Bonn Airport. DB decided that the station would be built at Siegburg and that a separate, double line would connect Cologne and the high-speed line to the south with Cologne-Bonn airport for the S-Bahn and ICE traffic. In Rhineland-Palatinate, DB decided that a station would be built north of Montabaur only 21 km north of Limburg Sud, partly to serve Koblenz via the A48, and to reroute a local railway through it.

In Hesse, DB decided to build the Limburg station south of the town at its current location on cost grounds, even though this prevented a connection to the Lahn valley line, which would have provided a connection to Koblenz and Gießen. Options for connections to Wiesbaden were examined in detail, including routing the line through its eastern outskirts. DB eventually agreed to a double-line spur to Wiesbaden along the A66. Options for connections to Frankfurt Airport, the line to Frankfurt central station and to the Riedbahn (the line to Mannheim). It was decided that routing the line into the existing Frankfurt Airport station (now known as the regional station) with two 400 m-long tracks and a 200 m-long track would not be adequate, even if expanded to four or five tracks. DB decided that a separate station across the A3 from the old station would be required and that the line would go on to connect to the Riedbahn both northbound (towards Frankfurt) and southbound (towards Mannheim).

Planning

Although the route as set out above was adopted under the federal railway development law on 15 November 1993, the last legal challenge to the project was not resolved until September 1998.[2] In the meantime DB decided to reduce the minimum radius of curves to 3,320 meters and increased the maximum super-elevation of the track to 180 mm (to follow the A3 more closely), reduced the spacing between tracks from 4.70 to 4.50 m (to save space) and increased the area of tunnel cross-sections from 82 to 92 m² (to allow higher speeds for converging trains). The route as finally designed was intended to allow trains to cover the distance between Cologne and Frankfurt in 58 minutes,[3] although the current fastest time is 70 minutes, due to uncompleted work at rail junctions in Cologne and Frankfurt.[4]

Construction

The construction of the route began on 13 December 1995 with the turning of the first sod at the Frankfurter Kreuz autobahn junction and the last dispute over the route was settled in May 1997. On 13 May Federal Minister of Transport Matthias Wissmann in Siegburg turned the first sod in North Rhine-Westphalia.[5] The last section to commence construction was the Schloss-Röttgen tunnel on the Cologne-Bonn airport loop, which was required in the settlement of a law case: work on it commenced in December 2000. The first section completed was the new Frankfurt airport station, which went into operation on 30 May 1999.

The opening of the whole route, which had originally been planned for 1999, took place after numerous court challenges and geological problems, at the end of July 2002.[6] The last tracks of the route in the Schulwald tunnel were installed on 10 July 2001.[6] In the same month the first trips with diesel locomotives were run to adjust the height of the overhead electric lines on the southern section. On 22 October 2001 for the first time an ICE 3 ran on the line, on a 37 km long section between Frankfurt airport and Idstein.[7]

During construction, traffic on the neighbouring A3 was significantly affected and up to 48 building sites with a reduced maximum speed of 100 km/h were operating simultaneously on the autobahn. Up to 15,000 people were employed on the construction of the railway line. 7.5 million m³ of earth was removed during the tunnel construction and approximately three million m³ concrete were poured. 1,400 miners were hired and 13 people died in accidents in the building of the tunnels.[6]

Opening and start-up

The symbolic opening of the line took place on 25 July 2002 with a special train carrying approximately 700 honoured guests. On 1 August 2002, the first passenger services commenced, originally with a two-hourly service and later with an hourly service. In December 2002, the full service commenced, integration into the European timetable,[1] although there were many disruptions to services in the first few months due to technical failures.

On 13 June 2004 the Cologne-Bonn Airport loop was put into service. At the end of September 2004 the Siegburg/Bonn station was finally completed.

Route

In Cologne ICE trains follow three paths to reach the high-speed line:

The first two routes allow trains to run via Cologne-Bonn airport loop line, rejoining the main route at Cologne-Porz-Wahn.

The high-speed line’s dedicated track begins in Cologne-Porz and are located between the Sieg line and the line from Gremberg yard and the Cologne south bridge, which, in effect, becomes the Right Rhine line when it separates at Troisdorf. Between Porz and Troisdorf there are six parallel lines and the speed limit on the HSL is 200 km/h. At Troisdorf the HSL runs through a 627 m tunnel under connecting lines that allow passenger trains running on the Sieg line to transfer to the Right Rhine line and freight trains on the freight lines to transfer to the Sieg line (and vice versa for northbound trains).

In Troisdorf the Right Rhine line leaves the high speed line and runs through Bonn-Beuel towards Koblenz. The HSL follows the Siegstrecke to the rebuilt Siegburg/Bonn station and then turns south to run through the Siegauen Tunnel under the Sieg and then joins the A3, which it follows closely to Frankfurt Airport. Between the Siegauen Tunnel and the Main Bridge (near Frankfurt) the speed limit is 300 km/h and from there to the airport station trains run at 160 to 220 km/h.

In the Wiesbaden suburb of Breckenheim a double line connects to Wiesbaden, partly next to the A66 and then next to the Ländchesbahn. Trains run into the Wiesbaden terminal station and can then reverse reverse to go to Mainz and Mannheim. The 13.2 kilometers-long Wiesbaden branch has a maximum speed of about 160 km/h.

Construction on the approach to Cologne

Work is being carried out to create separate tracks for the high-speed line through the heavily used Cologne rail junction from its provisional connection to the conventional line at Köln Steinstraße, where trains are limited to 130 km/h through the points. The line is being extended to Cologne-Mülheim station through Cologne Messe/Deutz railway station (low level). This work was intended to be part of the original high-speed line project, but was dropped to reduce costs. When completed in 2008 this work will reduce the time between Frankfurt and Düsseldorf by 10 minutes.[8]

References

  1. ^ a b Gough, John (February 2003). "Neubaustrecke Köln–Rhein/Main". Modern Railways (Ian Allen) 60 (653): 33–47.  
  2. ^ Ein Jahrzehnt für 58 Minuten in Frankfurter Allgemeine Zeitung of 12 July 2001 (German)
  3. ^ Letzte Gleise der neuen ICE-Strecke verlegt in Frankfurter Allgemeine Zeitung of 11 July 2001 (German)
  4. ^ Based on winter timetable 2006/2007
  5. ^ "Realisierung der Neubaustrecke kommt voran". Eisenbahntechnische Rundschau (46): 313. June 1997.   (German)
  6. ^ a b c "Ein Jahrzehnt für 58 Minuten" (in German). Frankfurter Allgemeine Zeitung. 12 July 2001.  
  7. ^ "ICE startet zur Jungfernfahrt Richtung Köln" (in German). Frankfurter Allgemeine Zeitung. 23 October 2001.  
  8. ^ Siedenbiedel, Christian (31 August 2006). "Mehr ICE-Züge nach Köln". FAZ.net. http://www.faz.net/s/Rub8D05117E1AC946F5BB438374CCC294CC/Doc~EF9877139968042E381CD7AF378487908~ATpl~Ecommon~Scontent.html. Retrieved 2007-06-09.  

External links

  • Official Video – showing an entire journey from Frankfurt to Cologne in one continuous shot from the rear of the train, 388 MiB)







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