The Full Wiki

Mannheim–Stuttgart high-speed railway: Wikis

  

Note: Many of our articles have direct quotes from sources you can cite, within the Wikipedia article! This article doesn't yet, but we're working on it! See more info or our list of citable articles.

Encyclopedia

From Wikipedia, the free encyclopedia

Mannheim–Stuttgart high-speed railway
{{{TEXT_KARTE}}}
Line length: 99 km (61.5 mi)
Gauge: 1,435 mm (4 ft 8+12 in)
Voltage: 15 kV, 16⅔ Hz ~
Maximum incline: 0.125  %
Minimum radius: 5,100 m (16,732 ft)
Maximum speed: 250 km/h (155.3 mph)
Stations and structures
Legend
Straight track
Ried Railway to Frankfurt
Station on track
0,0 Mannheim Hbf
Small bridge
2,0 Container yard bridge (1100 m)
Track change
5,1 Pfingstberg crossover
Enter and exit tunnel
5,5 Pfingstberg Tunnel (5380 m)
Track change
11,4 Brühler Weg crossover
Unknown route-map component "KRZo"
Connection to Talhaus industrial area
Junction from left
Hockenheim to Rhine Railway towards Schwetzingen
Non-passenger station on track
20,9 Bf. Hockenheim
Junction to left
Hockenheim to Rhine Railway towards Waghäusel
Track change
27,7 Oberhausen crossover
Junction to right
31,8 Waghäusel-Saalbach to Rhine Railway towards Karlsruhe
Track change
34,7 Waghäusel-Lußhardt crossover
Track change
40,5 Forst crossover
Enter and exit short tunnel
40,7 Forster tunnel (1727 m)
Straight track
45,3 Rollenberg junction
Junction from right
  from Karlsruhe
Junction from left
  from Heidelberg
Enter tunnel
45,2 Rollenberg Tunnel (3303 m)
Unknown route-map component "tÜST"
47,4 Bruchsal Eisenhut crossover
Exit tunnel
Small bridge
49,1 Oberbruch Viaduct (220 m)
Enter and exit short tunnel
50,1 Altenberg Tunnel (220 m)
Enter and exit short tunnel
50,9 Neuenberg Tunnel (762 m)
Small bridge
52,2 Frauenwald Viaduct (704 m)
Enter and exit short tunnel
53,0 Simonsweingarten Tunnel (420 m)
Non-passenger station on track
55,5 Maintenance base Kraichtal
Small bridge
56,4 Bauerbach Viaduct (748 m)
Small bridge
59,2 Zigeunergraben Viaduct (660 m)
Enter and exit short tunnel
60,4 Wilfenberg Tunnel (1006 m)
Enter tunnel
62,1 Freudenstein Tunnel (6800 m)
Unknown route-map component "tÜST"
62,5 Freudenstein crossover
Exit tunnel
Track change
69,5 Sternenfels Mettertal crossover
Enter and exit short tunnel
71,7 Burgberg tunnel (1115 m)
Enter and exit short tunnel
73,2 Saubuckel tunnel (403 m)
Junction from right
Württemberg Western Railway towards Mühlacker
Unknown route-map component "KRZo"
Vaihinger Stadtbahn
Station on track
78,5 Vaihingen (Enz) station
Junction to left
Württemberg Western Railway towards Bietigheim-Bissingen
Enter and exit tunnel
79,1 Markstein Tunnel (2782 m)
Small bridge
82,0 Enztal bridge (1044 m)
Track change
83,5 Vaihingen Enztal crossover
Enter and exit tunnel
84,2 Pulverdingen Tunnel (1878 m)
Small bridge
87,8 Glemstal bridge (348 m)
Track change
89,0 Markgröningen Glems crossover
Enter tunnel
94,1 Langes Feld Tunnel (4650 m)
Unknown route-map component "tABZlf"
95,9 Junction to Kornwestheim Rbf
Unknown route-map component "tABZlf"
97,9 Langes Feld junction to Schuster Railway
Unknown route-map component "tSTR"
  to S-Untertürkheim
Exit tunnel
Straight track
End of the new high-speed line

Junction from left
99,3
7,6
Junction with the Franconia Railway from Würzburg
Junction from right
Black Forest Railway from Weil der Stadt
Station on track
6,6 Stuttgart-Zuffenhausen
Stop on track
4,7 Stuttgart-Feuerbach
Enter and exit tunnel
Prag tunnel (680 m)
Junction to right
3,6 To regional line
Stop on track
2,8 Stuttgart Nord
Junction from right
Regional line from Singen
Junction from left
To Filsbahn (Ulm) and Stuttgart-Bad Cannstatt:
Junction to right
Link line to Stuttgart S-Bahn
Unknown route-map component "KBFe"
0,0 Stuttgart Hbf

The Mannheim-Stuttgart high-speed railway is a 99 km long railway line in Germany, connecting the cities of Mannheim and Stuttgart. It was officially handed over for operations on 9 May 1991 and the first InterCityExpress ran on it on 2 June. The Hanover–Würzburg high-speed railway opened at the same time. It includes 15 tunnels and more than 90 bridges and cost about DM 4.5 billion to build.

Contents

Planning

Planning for a new line between Mannheim and Stuttgart (the two largest cities of Baden-Württemberg) began in 1970. The railway lines that it replaced followed the terrain and followed rivers and valleys, resulting in steep gradients and sharp curves and thus not suitable for high-speed trains. The 1973 federal transport plan incorporated the following minimum requirements for mixed traffic to accommodate heavy, slow goods trains and light fast passenger trains:

  • 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
  • average construction costs of 30 to 50 millions DM per kilometer
  • point-to-point connections between two railway junctions.
Region

These requirements made necessary a large number of structure such as bridges and tunnels.

In addition new technology had to be applied: the Forst Tunnel is for its entire length under the water table and required a new dewatering technology. The Freudenstein Tunnel drives through gypskeuper, which flows as a result of heavy rains on the hillsides above it and required expensive safeguards, which were used for the first time.

In 1974 the first planning statement for the Mannheim-Stuttgart route was published. In 1975 the Federal Minister for Transport issued the building permit and construction began in 1976. More than 6,000 objections led to changes in the route when the line was already under construction. The building of some sections was occasionally completely stopped. In seven places the protests of the nearby resident led to the building of cut and cover tunnels. The longest tunnel of this kind was the Pfingstberg tunnel, which leads through a forest near Mannheim-Rheinau, which is a declared water protection zone.

The route has a (comparatively low) maximum gradient of 12.5 per thousand with curves having a normal radius of 7,000 m and a minimum radius of 5,100 m. Superelevation are limited to a maximum of 80 mm. The design speed for ICEs is 300 km/h and in places limited to 250 km/h. Crossovers were provided for the planned operations mixing passenger and goods trains and for maintenance operations every five to seven kilometres. Planning for the entire route was not resolved until 1985.

Construction

The first section was completed on 31 May 1987 between the junction with the Rhine Railway in Mannheim and Graben-Neudorf.[1] The last section to be completed was the second tube of the Freudenstein Tunnel, which was finished a few months before the opening of the whole line.[2] In 1991 the whole route was handed over to traffic.

Before the commencement of passenger operations two thousand training runs were undertaken to familiarise drivers with the technical characteristics of driving on high-speed lines, succh as in-cab signaling and preventing the application of the emergency brakes.[3]

Operations

The Mannheim-Stuttgart line was handed over for commercial operations between on 9 May 1991 and the first ICE ran on it on 2 June. Initially the maximum speed was 250 km/h, with 280 km/h permitted to overcome delays.[3] Currently the maximum speed is about 250 km/h, whether or not there is a delay. The opening of the line reduced the travel time from Mannheim to Stuttgart from 90 to 44 minutes in 1991. By 2007, the travel time was reduced further to 35 to 38 minutes.

Since its opening it has conveyed trains operating on various ICE lines:

It also conveys trains to and from Heidelberg and Karlsruhe (including TGVs), which connect at Rollenberg Junction.

Despite the provision of crossovers every five to seven kilometres, to allow goods trains to operate on the line at the same time as passenger trains, in practice goods trains have only been allowed to operate at night when there are no passenger trains.

Notes

  1. ^ Eisenbahn-Journal Extra 1/2007, Die DB in den 80ern, S. 28; ISBN 978-3-89610-172-3 (German)
  2. ^ Meldung Rohbauarbeiten am Freudensteintunnel beendet. In: Die Bundesbahn, Ausgabe 8 1990, S. 823 (German)
  3. ^ a b Konrad-H. Naue, Bringfried Belter: Endspurt für die Neubaustrecken Hannover–Würzburg und Mannheim-Stuttgart. In: Die Bundesbahn, Jahrgang 1990, Heft 10, S. 937–940 (German)

References

  • Joachim Seyferth: Die Neubaustrecken der Deutschen Bundesbahn. Wiesbaden 1983 (German)
  • Ernst Rudolph: Eisenbahn auf neuen Wegen: Hannover–Würzburg, Mannheim–Stuttgart. Darmstadt 1989, ISBN 3-7771-0216-4 (German)
  • Berndt von Mitzlaff, Ralf Roman Rossberg: Jahrbuch des Eisenbahnwesens 42: Hochgeschwindigkeitsverkehr. Darmstadt 1991, ISBN 3-7771-0234-2 (German)
  • Bundesbahndirektion Karlsruhe: Streckenkarte Neubaustrecke Mannheim–Stuttgart 1:100.000. Karlsruhe 1990 (German)
  • Neue Bahnhöfe an der Neubaustrecke Stuttgart-Mannheim in db. 11/1988. Stuttgart 1988 (German)







Got something to say? Make a comment.
Your name
Your email address
Message