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Cologne–Frankfurt high-speed rail line

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High-speed rail line in Germany

Cologne–Frankfurt high-speed rail line
Overview
Native nameNeubaustrecke Köln-Rhein/Main
StatusOperational
Line number
  • 2651Köln-Deutz (h)–Köln Steinstr
  • 2660Köln-Deutz (t)–Köln Gummersbacher Str
  • 2690Köln Steinstr–Frankfurt (Main) Stadion
  • 3509Breckenheim–Wiesbaden-Kinzenberg
  • 3656Frankfurt (Main) Flughfn–Zeppelinheim
LocaleNorth Rhine-Westphalia,Rhineland-Palatinate andHesse, Germany
Service
Route number472
Rolling stockICE 3,ICE 4
History
Completed2002
Technical
Line length180 km (110 mi)
Number of tracks2
Track gauge1,435 mm (4 ft 8+1⁄2 in)standard gauge
Minimum radius3,320 m (3,630 yd)
Electrification15 kV/16.7 HzACOverhead catenary
Operating speed
  • Majority:
  • 300 km/h (186 mph)
  • Parts of the line:
  • 200 km/h (125 mph)
SignallingLZB (current),ETCS Level 2 (from 2028)[1]
Maximum incline4%
Route map

km
 
Köln Hauptbahnhof
0.0
Köln Messe/Deutz
to Köln-Mülheim
1.2
Köln Gummersbacher Straße junction
Köln-Trimbornstraße
freight line
Cologne freight railway bypass
to the south bridge
2.2
Köln-Kalk
freight line to Köln-Kalk North
Troisdorf–Mülheim-Speldorf Railway
freight line to Köln-Kalk North
connecting line to Köln-Kalk North
3.9
Vingst junction
4.5
Airport NW junction
Cologne Airport Loop (long distance)
Köln-Airport Business Park
Köln-Steinstraße
Cologne freight railway bypass
to the south bridge
9.2   7.8
Köln Steinstraße junction (start of HSL)
Gremberg Süd junction
Freight line to Gremberg
9.6
Porz (Rhein)
12.4
Porz-Wahn
15.6        
Porz-Wahn south junction
16.9
Spich
18.0
Troisdorf Vorbf
Troisdorf north junction
19.7
Troisdorf
East Rhine Railway
& former connecting curve
26.024.3
Siegburg/Bonn
27.4
Siegauen Tunnel (2,502 m)
Hasenpohl Viaduct (127 m)
39.2
Ittenbach Tunnel (1,145 m)
Landschafts Bridge
cut and cover
(255 m)
Logebach Viaduct (173 m)
41.3
Aegidienberg Tunnel (1,240 m)
Kluse cut and cover (200 m)
Kochenbachtalbrücke (150 m)
44.5
Rottbitze Tunnel (990 m)
Windhagen Fly-over (400 m)
Fischerhaus Viaduct (344 m)
48.6
Günterscheid Tunnel (1,130 m)
Wied Viaduct (387 m)
53.0
Ammerich Tunnel (755 m)
53.8
Fernthal Tunnel (1,555 m)
58.8
Dasbach Viaduct (218 m)
61.7
Willroth crossover
75.6
Kutscheid Viaduct (67 m)
76.4
Deesen Tunnel (338 m)
78.2
Deesener-Wald Tunnel (1,270 m)
83.8
Dernbach Tunnel (3,305 m)
89.1
Montabaur
original│present
89.9
Himmelberg Tunnel (2,395 m)
92.5
Wahnscheid Tunnel (735 m)
93.3
Dickheck Tunnel (570 m)
Eisenbach Viaduct (138 m)
94.1
Eichheide Tunnel (1,750 m)
Wiesengrund Viaduct (338 m)
Eichen-Diekenscheid Tunnel (400 m)
97.5
Lange-Issel Tunnel (1,015 m)
100.4
Elzer-Berg Tunnel (1,110 m)
106.8
Limburger Tunnel (2,395 m)
Lahn viaduct (438 m)
110.5
Limburg Süd
113.0
Lindenholzhausen crossover
Wörsbach Viaduct (528 m)
Hessenweiler overpass (368 m)
Roter-Graben Viaduct (132 m)
Wallbach Viaduct (534 m)
130.6
Wörsdorf Flyover (525 m)
133.8
Idsteiner Tunnel (2,069 m)
137.0
Idstein crossover
138.0
Niedernhausener Tunnel (2,765 m)
141.6
142.9
Hellenberg Tunnel (552 m)
145.4
151.4
Breckenheimer Tunnel (1,150 m)
152.6
Breckenheim junction
Main bridge, Eddersheim (324 m)
Ticona bridge (167 m)
161.5
Raunheim Caltex junction
Mainz–Frankfurt Caltex Bridge (351 m)
Main Railway
163.4
Raunheim-Mönchhof connecting curve
167.1
Kelsterbacher Spange Tunnel (994 m)
0.0 168.8
start ofZeppelinheim branch
0.5 169.3
Frankfurt Airport
regional│long-distance
1.5 170.3
Frankfurt Cross Tunnel
(1,559 m│1,883 m)
171.4
Frankfurter Kreuz crossover
4.8
173.6
km
[2]
This diagram:

TheCologne–Frankfurt high-speed rail line (German:Schnellfahrstrecke Köln–Rhein/Main) is a 180-kilometre-long (110 mi)high-speed line in Germany, connecting the cities ofCologne andFrankfurt. Its route follows theBundesautobahn 3 for the greater part, and currently the travel time is about 62 minutes. The line'sgrades of up to four percent require trains with a highpower-to-weight ratio which is currently only met bythird-generation andfourth-generationIntercity-Express trains, with the latter operating at reduced speeds. It was constructed between 1995 and 2002 at a total cost of six billioneuro according toDeutsche Bahn.

Operational use

[edit]

The line starts inCologne at theAbzweig Köln-Steinstrasse in the Cologne borough ofPorz. Whilst the connection loop toCologne-Bonn Airport, theCologne Airport loop, is technically not a part of thehigh-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 andFrankfurt Airport.The line is equipped for speeds up to 300 km/h (186 mph) between Siegburg and Frankfurt, closely following theA3 autobahn.

History

[edit]
Köln Hauptbahnhof
Six track section nearPorz
Wied viaduct
ICE 3 departing westward fromFrankfurt Airport long-distance station underneathThe Squaire

The formerDeutsche 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 andGroß-Gerau (near Frankfurt), as well as betweenHanover and Würzburg and betweenMannheim and Stuttgart. This plan envisaged that mixed traffic would require:

  • maximum grade of 1.25% (occasionally 2.0%)
  • curves with smallsuperelevation and minimum radii of 4.8 to 7.0 kilometres (3.0 to 4.3 mi)
  • maximum line speed of 300 km/h (186 mph)

These specifications would be difficult to achieve either near the traditionalRhine valley route, which follows an entrenchedmeander, 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 thefirst 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 : 3.35 kilometres (2.08 mi)
  • maximum speed : 300 km/h (186 mph)

DB negotiated with thestates ofNorth Rhine-Westphalia,Rhineland-Palatinate andHesse over the route. Each state had objections to the bypassing of the cities on the Rhine, particularlyBonn,Andernach,Koblenz,Mainz andWiesbaden and four other routes were examined that passed through some of these. No agreement was reached and theFederal 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 atLimburg.[3]

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 theCologne-Bonn Airport. DB decided that the station would be built atSiegburg and that a separate, double line would connect Cologne and the high-speed line to the south with Cologne-Bonn airport for theS-Bahn and ICE traffic. In Rhineland-Palatinate, DB decided that a station would be built north ofMontabaur only 21 kilometres (13 mi) north of Limburg Sud, partly to serve Koblenz via theA48, 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 theLahn valley line, which would have provided a connection to Koblenz andGießen. Options for connections toWiesbaden were examined in detail, including routing the line through its eastern outskirts. DB eventually agreed to a double-line spur to Wiesbaden along theA66. Options for connections to Frankfurt Airport, the line toFrankfurt Hauptbahnhof and to theRiedbahn (the line toMannheim). It was decided that routing the line into the existing Frankfurt Airport station (now known as theregional train station) with two 400-metre-long (440 yd) tracks and a 200-metre-long (220 yd) 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

[edit]

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.[4] In the meantime DB decided to reduce the minimum radius of curves to 3.320 kilometres (2.063 mi) and increased the maximum super-elevation of the track to180 millimetres (7+1⁄16 in) (to follow the A3 more closely), reduced the spacing between tracks from 4.70 to 4.50 metres (15 ft 5 in to 14 ft 9 in) (to save space) and increased the area of tunnel cross-sections from 82 to 92 square metres (880 to 990 sq ft) (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,[5] although the fastest time in 2023 is 66 minutes served by anICE Sprinter service,[6] and only supposed to be reduced to 64 minutes by theDeutschlandtakt.[7]

Construction

[edit]

The construction of the route began on 13 December 1995 with the turning of the first sod at theFrankfurter 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.[8] 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.[9] The last tracks of the route in the Schulwald tunnel were installed on 10 July 2001.[9] 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-kilometre-long (23 mi) section between Frankfurt airport andIdstein.[10]

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 (60 mph) were operating simultaneously on the autobahn. Up to 15,000 people were employed on the construction of the railway line. 7.5 million m3 (9.8 million cu yd) of earth was removed during the tunnel construction and approximately 3 million m3 (3.9 million cu yd) of concrete were poured. 1,400 miners were hired and 13 people died in accidents during construction of the tunnels.[9]

Opening and start-up

[edit]

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,[3] although there were many disruptions to services in the first few months due to technical failures.

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

Route

[edit]

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 atCologne-Porz-Wahn.

The high-speed line's dedicated track begins inCologne-Porz and is located between theSieg Railway and the line from Gremberg yard and the Cologne south bridge, which, in effect, becomes theRight 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 (125 mph). At Troisdorf the HSL runs through a 627-metre (686 yd) 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 throughBonn-Beuel towards Koblenz. The HSL follows the Siegstrecke to the rebuilt Siegburg/Bonn station and then heads south to run through the Siegauen Tunnel under theSieg. At that very point it joins the A3, which it parallels south bound towardsFrankfurt Airport. Between the Siegauen Tunnel and theMain Bridge (near Frankfurt) the speed limit is 300 km/h (186 mph) and from there to the airport station trains run at 160 to 220 km/h (100 to 140 mph).

In the Wiesbaden suburb of Breckenheima double line connects toWiesbaden, partly next to theA66 and then next to theLändches Railway. Trains run into the Wiesbaden terminal station and can then reverse out to go to Mainz and Mannheim. The 13.2-kilometre-long (8.2 mi) Wiesbaden branch has a maximum speed of about 160 km/h (100 mph).

Construction on the approach to Cologne

[edit]
Parts of this article (those related to 2008 is over) need to beupdated. Please help update this article to reflect recent events or newly available information.(December 2015)

Work is being carried out to create separate tracks for the high-speed line through the heavily usedCologne rail junction from its provisional connection to the conventional line at Köln Steinstraße, where trains are limited to 130 km/h (80 mph) through thepoints. 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.[11]

See also

[edit]

References

[edit]
  1. ^"Cologne-Rhine/Main high-speed line".Digitale Schiene Deutschland. Deutsche Bahn AG. Retrieved2 November 2024.
  2. ^Eisenbahnatlas Deutschland [German railway atlas] (in German) (Updated ed.). Cologne: Schweers + Wall. 2020. pp. 63–65, 76,148–149.ISBN 978-3-89494-149-9.
  3. ^abGough, John (February 2003). "Neubaustrecke Köln–Rhein/Main".Modern Railways.60 (653).Ian Allan:33–47.
  4. ^Ein Jahrzehnt für 58 Minuten inFrankfurter Allgemeine Zeitung of 12 July 2001(in German)
  5. ^Letzte Gleise der neuen ICE-Strecke verlegt inFrankfurter Allgemeine Zeitung of 11 July 2001(in German)
  6. ^Based on winter timetable 2022/23
  7. ^"Datenbanksuche - Datenbank Fernverkehr" [Database search - database intercity transport].fernbahn.de (in German). Retrieved12 April 2023.
  8. ^"Realisierung der Neubaustrecke kommt voran".Eisenbahntechnische Rundschau (in German) (46): 313. June 1997.
  9. ^abc"Ein Jahrzehnt für 58 Minuten" (in German). Frankfurter lgemeine Zeitung. 12 July 2001.
  10. ^"ICE startet zur Jungfernfahrt Richtung Köln" (in German). Frankfurter Allgemeine Zeitung. 23 October 2001.
  11. ^Siedenbiedel, Christian (31 August 2006)."Mehr ICE-Züge nach Köln". FAZ.net. Retrieved9 June 2007.

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[edit]
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