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I det följande finns beskrivningar, på engelska, dels av ICE‐trafiken (höghastighetståg)i Tyskland, dels de stationer vi ska besöka. Materialet är hämtat från Wikipedia och sammanställt av undertecknad.

Artikeln om ICE‐trafiken behandlar inledningsvis fordonen som används och övergår sedan i en beskrivning av trafiken och de banor som byggts ut sedan 1980‐talet i Tyskland.

Artiklarna om stationerna beskriver stationens historia från den öppnades till idag, detta innebär att de stationer som fanns före ICE‐trafiken har en i vissa fall mycket lång historia.

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PG Andersson, Trivector Traffic, 8 maj 2015 High-speed rail in Europe

High-speed rail is emerging in Europe as an increas- ingly popular and efficient means of transport. The first high-speed rail lines in Europe, built in the 1980s and 1990s, improved travel times on intra-national corridors. Since then, several countries have built extensive high- speed networks, and there are now several cross-border high-speed rail links. Railway operators frequently run international services, and tracks are continuously be- ing built and upgraded to international standards on the emerging European high-speed rail network. In 2007, a consortium of European railway operators, Railteam, emerged to co-ordinate and boost cross-border high- speed rail travel. Developing a Trans-European high- speed rail network is a stated goal of the European Union, and most cross-border railway lines receive EU fund- Networks of Major High Speed Rail Operators in Europe, 2015. ing. Several countries — France, Spain, Italy, , , , , the , Russia and the United Kingdom — are connected to a cross-border 1 Early national high-speed rail high-speed railway network. More are expected to be networks connected in the coming years as Europe invests heav- ily in tunnels, bridges and other infrastructure and devel- The first high-speed rail lines were built in the 1980s opment projects across the continent, many of which are and 1990s as national infrastructure projects. Countries under construction now. was the first manufac- sought to increase passenger capacity and decrease jour- turer to design and deliver a high speed train or HS-Train, ney times on inter-city routes within their borders. In the which ended up in service with TGV in France. How- beginning, lines were built through national funding pro- ever, the Canadian company Bombardier has been for the grammes and services were operated by national opera- past decade and currently is, the largest contract designer tors. and manufacturer of Commuter Trains, Vehi- cles, High Speed Trains and Very High Speed Trains for Europe, The Middle East, and Australia. 1.1 France

Main article: TGV

Umeå Legend : Trondheim Seinäjoki 310 - 320 km/h 190 - 200 mph Sundsvall Mikkeli 165 - 185 mph 270 - 300 km/h Tampere Lahti 240 - 260 km/h 150 - 160 mph Sankt-Peterburg 125 - 145 mph 200 - 230 km/h Turku Helsinki < 200 km/h < 125 mph Bergen Under construction/ Oslo Västerås Uppsala Tallinn Europe was introduced to high-speed rail when the LGV upgrading Stockholm Stavanger Linköping Moskva Kristiansand Göteborg Rīga Sud-Est from to Lyon opened in 1981 and TGV Glasgow Edinburgh Århus Smolensk Belfast København Vilnius Newcastle Malmö Kaliningrad Bryansk started passenger service. Since then, France has contin- Dublin Minsk Kursk Liverpool York Gdańsk Leeds Manchester Cork Birmingham Kharkiv ued to build an extensive network, with lines extending in Poznań Kyiv Cardiff Hannover Łódź Warszawa Donets'k Bristol London Antwerpen Dnipropetrovs'k Essen Wrocław Bruxelles/Brussel Köln L'viv Kraków Rostov-na-Donu every direction from Paris. France has the second largest Lille Katowice Cherbourg Le Havre Liège Praha Rouen Ostrava Brest Nürnberg Brno Le Mans Paris Rennes high-speed network in Europe, with 2,037 km of oper- Strasbourg München Wien Odesa Bratislava Chişinău Dijon Cluj-Napoca Nantes Tours Zürich Sevastopol' Bern Clermont- Ljubljana Braşov ative HSR lines in December 2011, only behind Spain’s Ferrand Genève Milano Constanţa Bordeaux Lyon Zagreb Bucureşti A Coruña Venezia Santiago de Beograd Oviedo Torino Genova Bologna Varna Compostela Bilbao Sarajevo 2,665 km. Montpellier Vigo Toulouse Burgas León Firenze Split Priština Sofia Nice İstanbul Podgorica Sivas Marseille Salamanca Valladolid Huesca Perpignan Skopje Ankara Olmedo Bursa Bilecik Kırıkkale Zaragoza Roma Barcelona Eskişehir Bari Tiranë Thessaloníki The TGV network gradually spread out to other cities, Sassari Toledo Olbia Napoli Afyon Konya Adana Lisboa València İzmir Córdoba Albacete Huelva Jaén Cagliari Athína Murcia Alacant and into other countries such as Switzerland, Belgium, Sevilla Pátra Faro Palermo Cartagena Cádiz Málaga Almería Catania the Netherlands, Germany, and the UK. Due to the early adoption of high-speed rail and the important location of France (between the Iberian Peninsula, the British Isles High-speed lines in Europe, 2015. and Central Europe), most other dedicated high-speed rail lines in Europe have been built to the same speed, voltage and signalling standards. The most obvious ex-

1 2 1 EARLY NATIONAL HIGH-SPEED RAIL NETWORKS

United Kingdom Nederland (Holandia, Pays-Bas, Holland) (Wielka Brytania, Royaume-Uni) Deutschland (Niemcy, Allemagne, Germany)

Belgique, België (Belgia, Belgium)

Schweiz, Suisse France (Szwajcaria, Switzerland) (Francja)

Italia (Włochy, Italie, Italy)

High-speed rail in France and bordering countries ception is the high-speed lines in Germany, which are built to existing German railway standards. Also, many high-speed services, including TGV and ICE utilize exist- ICE network ing rail lines in addition to those designed for high-speed rail. For that reason, and due to differing national stan- dards, trains that cross national boundaries need to have and a new line between Frankfurt and Mannheim for special characteristics, such as the ability to handle dif- speeds of 300 km/h (186 mph) is in advanced planning ferent power supplies and signalling systems. This means stages. In the east, a 230 km (140 mi) long line between that not all are the same, and there are loading and Leipzig is under construction for speeds gauge and signalling considerations. of up to 300 km/h (186 mph). Together with the fast lines from Berlin to Leipzig and from Nuremberg to , which were built recently, it will allow journey times of 1.2 Germany about four hours from Berlin in the north to Munich in the south, compared to nearly eight hours for the same distance a few years ago. Main article: High-speed rail in Germany

Construction on first German high-speed lines began 1.3 Italy shortly after that of the French LGVs. Legal battles caused significant delays, so that the InterCityExpress (ICE) trains were deployed ten years after the TGV net- Main article: High-speed rail in Italy work was established. The ICE network is more tightly integrated with pre-existing lines and trains as a result of The earliest high-speed train deployed in Europe was the the different settlement structure in Germany, with a pop- Italian “Direttissima”, the Florence– high-speed ulation more numerous by a third than that of France, on railway (254 km/158 mi) in 1978, which used FS Class a territory smaller by a third, resulting in more than twice E444 3 kV DC . Italy pioneered the use of the population density of France. ICE trains reached des- the technology. The Italian govern- tinations in Austria and Switzerland soon after they en- ment constructor Treno Alta Velocità has been adding to tered service, taking advantage of the same voltage used the high-speed network in Italy, with some lines already in these countries. Starting in 2000, multisystem third- opened. The Italian operator NTV is the first open ac- generation ICE trains entered the Netherlands and Bel- cess high-speed rail operator in Europe, since 2011, using gium. The third generation of the ICE reached a speed AGV ETR 575 multiple units. of 363 km/h (226 mph) during trial runs, and is certified In March 2011, a contract for the second phase of for 330 km/h (205 mph) in regular service. construction on the –Verona high-speed line was In the south-west, a new line between Offenburg and signed. This section will be 39 km long. Construction Basel is planned to allow speeds of 250 km/h (155 mph), should be complete by 2015.[2] 1.4 Spain 3

Gijón A Coruña Bilbao Irún Oviedo Santiago de San Sebastián Compostela Vitoria León Vigo Ourense Burgos Huesca Figueres-Vilafant Girona Zaragoza Lleida-Pirineus Valladolid Calatayud Barcelona-Sants

Segovia Camp de Tarragona

Madrid-Chamartín Guadalajara Madrid-Puerta de Atocha Cuenca Castellón Toledo Cáceres Valencia Requena- Badajoz Ciudad Real Utiel Albacete Mérida Puertollano Alicante

Córdoba Jaén Murcia

Sevilla Granada In service Almería Cádiz Málaga In construction Projected In partial sevice

AVE network

high-speed lines are being built to European standard or 1 UIC of 1,435 mm (4 ft 8 ⁄2 in) and electri- fied with 25 kV at 50 Hz from overhead wire. The first HSL from Madrid to is equipped with LZB train control system, later lines with ETCS. Italy’s high-speed rail network Elsewhere in Europe, the success of high-speed services has been due in part to interoperability with existing nor- The Italian high-speed railway network consists of 1342 mal rail lines. Interoperability between the new AVE km of lines, which allow speeds of up to 300 km/h. lines and the older Iberian gauge network presents ad- The safety system adopted for the network is the ditional challenges. Both and CAF supply trains ERMTS/ETCS II, the state-of-the-art in railway sig- with variable gauge wheels operated by automatic gauge- nalling and safety.[6] The power supply follows the Eu- changer equipment which the trains pass through (with- ropean standard of 25kV AC 50 Hz mono-phase current. out stopping). Some lines are being constructed as dual The Direttissima segment is still supplied with 3kV DC gauge to allow trains with Iberian and UIC gauge to run on current, but it is planned that this will be conformed to the same tracks. Other lines are have been re-equipped the rest of the network.[7] with sleepers for both Iberian and UIC gauge, such that With the imminent entering into service of the ETR1000 the track can be converted from Iberian to UIC gauge at trainsets, which have a top speed of more than 400 km/h a later time without changing the sleepers. and a commercial speed of 360 km/h, the rail network The first AVE trains to link up with the French stan- will be upgraded[8] to safely allow trains to run at such dard gauge network began running in December 2013, speeds. The commercial run of the first ETR1000 is when direct high-speed rail services between Spain and planned for 2014.[9] France were launched for the first time.[13] This con- nection between the two countries was made possible by the construction of the high-speed line Barcelona– 1.4 Spain Figueres (a follow-up of the Madrid-Barcelona line), completed in January 2013,[14][15] and the international Main article: High-speed rail in Spain LGV Perpignan-Figueres, which opened on December The Alta Velocidad Española (AVE) high-speed rail 2010 and includes a new 8.3-kilometre (5.2 mi) tunnel system in Spain has been in service since 1992, when under the Pyrenees. Another high-speed rail link con- the Madrid–Sevilla (Seville) route started running. Six necting the two countries at Irun/Hendaye is also planned. other lines have been opened since, including the 621- kilometre long Madrid–Barcelona line. The Madrid- Several new high-speed lines are under construction with Alicante line completed in June 2013 brings the total a design speed of 300–350 km/h, and several old lines [10] are being upgraded to allow passenger trains to operate at length of the network to 3,100 kilometres, making [16][17] it the longest in Europe, and the second longest in the 250 km/h. world after mainland China.[11] Should the aims of the Three companies have built or will build trains for the ambitious AVE construction programme be met, by 2020 Spanish high-speed railway network: Spanish Talgo, Spain will have connected almost all provincial capitals to French Alstom and German Siemens AG. Bombardier Madrid in less than 3 hours and Barcelona within 6 hours Transportation is a partner in both the Talgo-led and the with high-speed trains.[12] The Spanish and Portuguese Siemens-led consortium. France will eventually build 4 2 INTEGRATION OF EUROPEAN HIGH-SPEED RAIL NETWORK

25kV TGV lines all the way to the Spanish border (there Pays-Bas is now a gap between Nîmes and Perpignan), but multi- voltage trains will still be needed, as trains travelling to L.4 Paris need to travel the last few kilometres on 1.5kV Anvers-Central

lines. To this end, RENFE decided to convert 10 existing L.2 Bruxelles-Midi Allemagne AVE S100 trains to operate at this voltage (as well as the L.1 French signalling systems), which will cost €30,000,000 France Liège-Guillemins L.3 instead of the previously expected €270,000,000 for new (Royaume-Uni) trains.[22]

300 km/h ≥ 200 km/h ≥ 100 km/h 2 Integration of European High- < 100 km/h speed rail network High-speed rail network in Belgium The Trans-European high-speed rail network is one of a number of the European Union's Trans-European trans- line has appreciably shortened rail journeys, the jour- port networks. It was defined by the Council Directive ney from Paris to now taking 1:22. In com- 96/48/EC of 23 July 1996. bination with the LGV Nord, it has also affected inter- The aim of this EU Directive is to achieve the national journeys to France and London, ensuring high- interoperability of the European high-speed train network speed through-running by , TGV, PBA at the various stages of its design, construction and oper- and Thalys PBKA trainsets. The total construction cost ation. was €1.42 billion. The network is defined as a system consisting of a set of The HSL 2 is a Belgian high-speed rail line between infrastructures, fixed installations, logistic equipment and Brussels and Liège, 95 km long (61 km dedicated high- rolling stock. speed tracks between Leuven and Ans, 34 km mod- On 5 June 2010, the European Commissioner for Trans- ernised lines between Brussels and Leuven and between port signed a Memorandum of Understanding with Ans and Liège) it began service on 15 December 2002. France and Spain concerning a new high-speed rail line Its extension to the German border (the HSL 3) is now across the Pyrenees to become the first link between in use, the combined high-speed line greatly accelerates the high-speed lines of the two countries. Further- journeys between Brussels, Paris and Germany. HSL 2 more, high-speed lines between Helsinki and Berlin (Rail is used by Thalys and ICE trains as well as fast internal Baltica), and between Lyon and Budapest (map), were InterCity services. promoted.[23] The HSL 3 is a Belgian high-speed railway line which connects Liège to the German border. 56 km long (42 km dedicated high-speed tracks, 14 km modernised lines), 2.1 Cross-border infrastructure projects it began service on 13 December 2009. HSL 3 is used and passenger services by international Thalys and ICE trains only, as opposed to HSL 2 which is also used for fast internal InterCity 2.1.1 Belgium services. The HSL 4 is a Belgian high-speed railway line which Main article: High-speed rail in Belgium connects Brussels to the Dutch border. 87 km long Belgium’s rail network is served by five high-speed train (40 km dedicated high-speed tracks, 57 km modernised operators: Thalys, Eurostar, ICE, TGV and trains. lines). HSL 4 is used by Thalys trains since 13 Decem- All of them serve Brussels South (Midi) station, Bel- ber 2009 and it will be used starting 2010 by fast inter- gium’s largest . Thalys trains, which are a nal InterCity trains. Between Brussels and (47 variant of the French TGV, operate between Belgium, km), trains travel at 160 km/h on the upgraded existing Germany (), the Netherlands (Amsterdam) and line (with the exception of a few segments where a speed France (Paris). Since 2007, Eurostar has connected Brus- limit of 120 km/h is imposed). At the E19/A12 motor- sels to London St Pancras, before which, trains connected way junction, trains leave the regular line to run on new to London Waterloo. The German ICE operates between dedicated high-speed tracks to the Dutch border (40 km) Brussels, Liège and Frankfurt Hbf. at 300 km/h. The HSL 1 is a Belgian high-speed railway line which The completion of the Channel Tunnel rail link (High connects Brussels with the French border. 88 km long Speed 1) and the completion of the lines from Brussels to (71 km dedicated high-speed tracks, 17 km modernised Amsterdam and Cologne led to news reports in Novem- lines), it began service on 14 December 1997. The ber 2007 that both Eurostar and were 5

pursuing direct services from London to Amsterdam and 2.1.4 Channel Tunnel Cologne. Both journeys would be under 4 hours, the length generally considered competitive with air travel. The construction of the Channel Tunnel, completed in 1994, provided the impetus for the first cross-border high-speed rail line. In 1993, the LGV Nord, which con- 2.1.2 Netherlands nects Paris to the Belgian border and the Channel Tun- nel via Lille, was opened. Initial travel times through the Main article: High-speed rail in the Netherlands tunnel from London to Paris and Brussels were about 3 HSL-Zuid (Dutch: Hogesnelheidslijn Zuid, English: hours. In 1997, a dedicated high-speed line to Brussels, HSL 1, was opened. In 2007, , the Chan- nel Tunnel Rail Link to London, was completed after a partial opening in 2003. All three lines were built to the French LGV standards, including electrification at 25 kV.

London to Paris and Brussels Passenger trains built to specific safety standards are operated by Eurostar through the Channel Tunnel. Direct trains now travel from London St. Pancras to Paris in 2h15, and to Brus- sels in 1h51. Thalys high-speed international trains serve the Paris to Brussels corridor, which is now covered in 1h20. Additional Thalys services extend to Amsterdam and Cologne in addition to Belgian cities.

London to Amsterdam and Germany Both Deutsche Bahn and Eurostar plan direct services from London to continental destinations in the near future. A four-hour service to Amsterdam and Cologne, and a five-hour ser- vice to Frankfurt are planned by 2017. The German man- HSL-Zuid, connected to Antwerp with the HSL 4 ufacturer Siemens has designed trainsets to meet the strict safety standards of Channel Tunnel operation. Eurostar High-Speed Line South) is a 125 km high-speed line in additionally plans a direct London service to Lyon, Mar- the Netherlands. Using existing tracks from Amsterdam seilles and Geneva by 2017.[29] Centraal to Schiphol Airport, the dedicated high-speed line begins here and continues to Rotterdam Centraal and to the Belgian border. Here, it connects to the HSL 4, 2.1.5 Crossing the Alps terminating at Antwerpen-Centraal.[24] Den Haag Cen- traal () and Breda are connected to the high- International links between Italy and France, Switzer- speed line by conventional railway lines.[25] Services on land, Austria and Slovenia are underway. These links the HSL-Zuid began on 7 September 2009.[26] It will be all incorporate extensive new tunnelling under the Alps. served by Thalys trains from Amsterdam to Brussels and European Union funding has already been approved for Paris.[27] the Turin–Lyon high-speed railway, which will connect the TGV and TAV networks, and for a link with Slove- HSL-Oost was planned, but was put on hiatus. It would nia. In Slovenia, Pendolino-based trainsets are operated connect Amsterdam Centraal via Centraal and by Slovenian Railways as the InterCitySlovenija. Trains to Germany.[28] connect the capital Ljubljana with Maribor and also with Koper in summer months. One unit operated as EC 2.1.3 Paris to Frankfurt Casanova on the line Ljubljana–, but this service was discontinued in April 2008. Admission of ICE trains onto French LGVs was applied Between Austria and Italy, the is for in 2001, and trial runs were completed in 2005. In being constructed to upgrade the Berlin–Palermo railway June 2007, the LGV Est from Paris to the middle of the axis. Lorraine region of France was opened. For the first time, high-speed services over the Franco-German border were offered. SNCF operates the TGV service between Paris 3 Future projects adjacent to exist- and Stuttgart via Strasbourg and a daily return journey from Paris to Frankfurt via Saarbrücken, while ICE trains ing high-speed services operate the remaining Paris to Frankfurt. 6 3 FUTURE PROJECTS ADJACENT TO EXISTING HIGH-SPEED SERVICES

3.1 Magistrale for Europe 3.3 Switzerland

Main article: High-speed rail in Switzerland

Switzerland has no high-speed trains of its own yet. French TGV (TGV Lyria) and German ICE lines extend into Switzerland, but given the dense rail traffic, short distances between Swiss cities (because of the country’s small size) and the often difficult terrain, they do not at- tain speeds higher than 200 km/h (ICE3) or 160 km/h (TGV, ICE1, ICE2). The fastest Swiss trains are the ICN tilting trains, operated by the Swiss Federal Rail- ways since May 2000. They can reach higher speeds than conventional trains on the curve-intensive Swiss network, however the top speed of 200 km/h can only be reached on high-speed lines. The former consortium owned by the and used Planned high-speed rail link Paris - Bratislava Pendolino tilting trains on two of its international lines. These trains are now operated by the Swiss Federal Rail- The Magistrale for Europe (MoE) is a Trans-European ways and Trenitalia. Networks (TEN) project for the creation of a high-speed railway line between Paris and Bratislava. It TEN project To address transalpine freight and passenger bottlenecks No. 17 (Paris - Bratislava), and is already under way.[30] on its roads and railways, Switzerland launched the Rail2000 and AlpTransit projects. The first stage of the MoE adds a connection from to Budapest. The Rail2000 project finished in 2005, included a new high- project is planned to be completed by 2020. It will link speed rail track between Bern and Olten with an operating 34 million people in five countries. The overall length of speed of 200 km/h. AlpTransit project is building faster the route is 1500 km. north-south rail tracks across the Swiss Alps by construct- ing base tunnels several hundred metres below the level of the current tunnels. The 35 km Lötschberg Base Tun- 3.2 Austria nel opened in 2007 where trains run at 250 km/h. The 57 km (Top speed Main article: High-speed rail in Austria 250 km/h) is scheduled to open in 2016. The second stage of Rail2000 includes line upgrades in canton Valais (200 km/h) and between Biel and Solothurn (200 km/h). The West railway between the capital Vienna and The start of work is planned for 2012–2016. However, Salzburg is being upgraded. Most new sections have a the slow speed of lines between the Alptransit tunnels continuous maximum design speed of 250 km/h.[31] Ger- (Ceneri, Gotthard Base and Zimmerberg to name but a man and Austrian ICE trains operate at a maximum speed few) means that the capacity of Zürich-Milan services of 230 km/h, as do Austrian -hauled trains will remain limited until the speeds can be increased, (called ) which were launched in 2008. given the strong negative effect of mixed rail speeds on The 56 km (35 mi) Brenner Base Tunnel under construc- capacity. tion will allow speeds of up to 250 km/h.[32][33] The first part of the New Lower Valley Railway was opened in December 2012 as part of an upgrade of the line connect- 3.4 United Kingdom ing the future Brenner Base Tunnel and southern Ger- many, which is being upgraded from two tracks to four Main article: High-speed rail in the United Kingdom and to a maximum design speed of 250 km/h. The sec- tion is also part of the Berlin-Palermo railway axis. The United Kingdom’s first dedicated high-speed line, The Koralmbahn, the first entirely new railway line in High Speed 1 between London and the Channel Tunnel, the Second Austrian Republic has been under construc- opened 14 November 2007. A second line, dubbed High tion since 2006. It includes a new 33 km tunnel (the Speed 2, is now planned by the government, to be con- Koralmtunnel) connecting the cities of and structed initially between London and Birmingham with Graz. Primarily built for intermodal freight transport, it later extensions to Manchester and Leeds. High Speed will also be used by passenger trains travelling at up to 2 was approved by the government in January 2012. 250 km/h. The time taken to travel from Klagenfurt to Furthermore, future upgrades to the Great Western and Graz will be reduced from three hours to one hour. The East Coast main lines (in combination with the Intercity Koralmbahn is expected to be operational by 2023. Express Programme) could increase the lines’ operating 3.4 United Kingdom 7

The Eurostar trains, which run through the Channel Tun- nel between the UK and both France and Belgium, are substantially different versions of the TGV trains, with support for four voltages, of them two present in the UK, both and third-rail power collection (although the third-rail shoe-gear has now been removed following the opening of High-Speed 1), the ability to adapt to mul- tiple platform heights, and to cope with no fewer than seven different signalling modes. Like the TGVs, Eu- rostar trains are articulated with bogies between the car- riages, and most units have 18 passenger carriages and two power cars (the end passenger carriages also have their outer bogies powered). A fully loaded train of 750 passengers is roughly equivalent to five Airbus A320s or Boeing 737s (the aircraft typically used by low-cost airlines). These trains operate at the highest scheduled speeds of any in the UK, using a high-speed line be- tween the Channel Tunnel and St Pancras station in Lon- don (High Speed 1) which was fully opened in November 2007. The remainder of Britain’s railway network is consider- ably slower. No trains run faster than 200 km/h (124 mph) using routes largely established in the middle years of the nineteenth century. A major reason for this limit is the lack of in-, which has been deemed nec- essary by safety authorities for higher speeds. The speed limit on some sections of the East Coast Main Line was experimentally raised to 140 mph (225 km/h) during the upgrade and electrification of the route during the 1980s (both the used on the and the Intercity 225s used on the East Coast Main Line Outline map of new high-speed rail lines in the UK (present and are capable of 140 mph (225 km/h) using flashing green planned) signals to indicate the line ahead was clear for this speed. The line speed was later restored to 125 mph (201 km/h), and the flashing green system is no longer in use. An attempt was made in the 1970s and 1980s to introduce a high-speed train that could operate on Britain’s wind- ing infrastructure – British Rail developed the using active tilting technology. After four prototypes had been built and tested, the project was closed down when Margaret Thatcher and British Railways management lost confidence in the technology. The tilting action on demonstration runs induced a feel- ing akin to seasickness in the passengers, leading to the train being nicknamed the “vomit comet”, and the proto- types were expensive to operate and unreliable. However, the problems were near to a solution, and ultimately the technology was a success. British Rail sold it to an Ital- ian firm, which fixed the problems. Trains based on the Eurostars at Waterloo International railway station older technology have been in service in Italy for several years. In 2004, following a large investment in the West Coast Main Line, tilting Pendolinos, based on the Ital- speed to 140 mph (225 km/h), which would by defini- ian trains, were introduced. These trains are limited to tion make them high-speed railways. Such an increase a top speed of 125 mph (201 km/h) although they were [34] would require the installation of in-cab signalling. Like designed to run faster—cost over-runs on the track and Finnish and Russian counterparts, the strongest reasons signalling refurbishment project led to the line being re- for new high-speed lines are to relieve congestion on the built with the lower speed limit rather than the 140 mph existing network and create extra capacity. 8 4 NORDIC COUNTRIES

(225 km/h) originally planned; this is also true of the In- tercity 225 used on the east coast main line which also has a design speed of 140 mph (225 km/h). The Pendolinos are operated by Virgin Trains, on services from London Euston to Birmingham, Edinburgh, Glasgow, Liverpool, Wolverhampton, and Manchester (with occasional ser- vices to Holyhead although for the foreseeable future these will continue to be hauled by diesel locomotives west of Crewe due to the lack of equip- ment). Several alternative proposals for domestic British high- speed lines have been put forward. For more information, see High-speed rail in the United Kingdom. The UK has six lines with a permitted speed of 200 km/h or more across at least one section, but only one has an operating speed of more than 250 km/h on at least one section. These are as follows:

• High Speed 1 (300 km/h, 186 mph)

• East Coast Main Line (200 km/h, 125 mph) The planned high-speed rail lines in Denmark. The Fehmarn • West Coast Main Line (200 km/h, 125 mph) Belt Fixed Link (orange), Ringsted-Fehmarn (red), - • Ringsted and the Oresund bridge (blue). All planned for at least Great Western Main Line (200 km/h, 125 mph) 200 km/h • Cross Country Route (200 km/h, 125 mph)

• Midland Main Line (200 km/h, 125 mph) reaching 200 km or in excess of this - these are: SJ 2000, the ICE TD and the IC4. Denmark’s unique signalling system, which contains nu- 4 Nordic Countries merous obsolete components, is being replaced with a new one, the ERTMS 2, to be finished in 2021. This is a requirement for speeds higher than 180 km/h.[40][41] 4.1 Denmark Construction of a new 60 km Copenhagen–Ringsted Main article: High-speed rail in Denmark Line, which will allow speeds up to 250 km/h began in 2012.[42][43] Furthermore the railway line towards the fu- ture Fehmarn Belt Fixed Link was upgraded to 160 km/h Denmark does not have any high-speed lines, but has in 2010, and will be upgraded to a 200 km/h double- commenced the construction of one high-speed line and tracked line in 2021.[44] Once these two projects are fin- the upgrade of another line to high-speed level. ished Denmark will be able to link the Swedish high- It is unlikely that any train will run above 200 km/h speed lines with the rest of the European high-speed rail in Denmark for some years to come. Denmark’s two network - assuming that Germany builds a high-speed biggest cities, Copenhagen and Aarhus, are about 300 km link between Hamburg and Fehmarn. apart, and 200 km/h is enough to reach a two-hour trav- In 2013 the Danish Government (consisting of the par- eling time, which has been set as a political goal for the [35] ties: the Social Democrats, the Danish Social Liberal future. Party and the Socialist People’s Party) along with the The top speed of some parts of the main lines allow trains supporting party Red–Green Alliance and the opposition to travel at 180 km/h,[36] these are however small sections party Danish People’s Party entered an ambitious polit- of the main lines which are quickly passed onto slower ical agreement on the infrastructure project called “The sections around 140–160 km/h. Most parts of the rail Train Fund DK”. The main component of the agreement network are unelectrified - thus slowing acceleration and is to raise taxes on the oil companies operating in the Dan- top speed.[37] Since 2007 it has been common practice ish parts of the North Sea in order to raise 2,8 billion for the infrastructure provider Banedanmark to pad the pounds earmarked for railway upgrades. The first prior- timetables with extra time to a near European record, re- ity is to close the travelling time between Denmark’s two sulting in railway companies which only utilize the top biggest cities, Copenhagen and Aarhus to two hours. This speeds to make up for lost time.[38][39] Some of the rolling includes upgrading all main lines to handle speeds up to stock running on the Danish rail network is capable of 200 km/h and building three new high-speed lines with 4.3 Norway 9

speeds up to 250 km/h, which later can be upgraded to Finnish border to Saint Petersburg was electrified and 300 km/h. Furthermore all main lines and many regional improved to allow higher running speeds. The Finnish lines will be electrified[45][46] line (Riihimäki – Saint Petersburg Railway) was also up- graded where needed, mostly to 200 km/h.

4.2 Finland 4.3 Norway

18° E 24° E 30° E 36° E

220 km/h 180-200 km/h NORWAY 140-160 km/h 100-120 km/h < 100 km/h discontinued track

0 (km) 150

0 (mi) 100 68° N 68° N

Kolari

Kemijärvi arctic circle

Rovaniemi

SWEDEN Tornio

RUSSIA Oulu

Raahe Vartius 64° N Kontiomäki Kajaani Ylivieska 64° N Kokkola Haapajärvi The at Oslo station, Norway Iisalmi

Vaasa Kuopio Seinäjoki Main article: High-speed rail in Norway Joensuu

Kaskinen Jyväskylä Pieksämäki Niirala Norway’s only high-speed line is the 64 km Gardermoba- Mikkeli Pori Tampere Parikkala nen (The Gardermoen Railway), which links Oslo Airport Rauma Toijala Imatra Lappeenranta Kouvola Lahti Uusikaupunki Vainikkala (OSL) with the metropolitan areas of Oslo. Here the Fly- Riihimäki

Turku Kotka 60° N toget (the Airport Express Train) and some of the NSB

Helsinki

60° N Karis (Norwegian State Railways) trains operate at speeds of up Hanko to 210 km/h (130 mph).[53] Gardermobanen contributes 24° E 30° E to give a relatively high market share. Al- Running speeds on the Finnish railway network. most 38% of the OSL passengers come by train, about 21% by bus, and about 40% by car. See also: VR Class Sm3 and Karelian Trains Class Sm6 Some more new high-speed lines are planned to be built in the Oslo region, during the 2010 and 2020 decades. To- In Finland the national railway company VR operates tilt- day, however, only small parts of Norway’s rail network ing Alstom Pendolino trains. The trains reach their max- do permit speed faster than 130 km/h. imum speed of 220 km/h in regular operation on a 60 There is a political climate for building more high-speed kilometre route between Kerava and Lahti. This portion railway services in Norway, including long-distance of track was opened in 2006. The trains can run at 200 lines from Oslo to Trondheim, Bergen, Stavanger and km/h on a longer route between Helsinki and Seinäjoki . They are assumed to be dedicated single- and peak at that speed between Helsinki and Turku.[49] track high-speed railways having up to 250 km/h (155 The main railway line between Helsinki and Oulu is being mph). This is still at the feasibility planning stages.[54] upgraded between Seinäjoki and Oulu to allow for trains [50] The Norwegian government is examining fives lines radi- to run at speeds between 160 and 200 km/h. Other ating out from Oslo to Bergen, Kristiansand/Stavanger, parts of the Finnish railway network are limited to lower Trondheim, Göteborg, and Stockholm. A sixth line speed. would be a costal line between Bergen, Haugesund and A new service called started between Helsinki Stavanger. At least two investigations on cost and ben- and Saint Petersburg, Russia, in December 2010 with efit have been made. A more indepth analysis covering a journey time of 3½ hours. It utilizes a new Pen- route analysis of the 6 lines will be made on order by the dolino model, supporting both Finnish and Russian Norwegian government beginning late 2010.[55] [51][52] standards. Four new trains have been delivered, The closest 50–100 km from Oslo on each of these with a top speed of 220 km/h. lines have good potential for regional trains (except di- Between 2007 and 2010 the Russian line from the rection Stockholm). Upgrade and new construction to 10 4 NORDIC COUNTRIES high-speed standard have to some extent already taken in Sweden including Stockholm, Gothenburg, Malmö. place like for Gardermobanen. More is being built and The Arlanda Express trains connect Stockholm and is planned, but with the present ambition it will take Stockholm-Arlanda Airport. decades to have high-speed standard the closest 100 km Newly built lines such as the West Coast Line, the from Oslo on all these lines. The ambition is to some Svealand line and the Bothnia line of the network can be day have 200 km/h or more to Halden, Skien, Hønefoss relatively easily upgraded to 250 km/h. This requires new and Hamar. These projects have higher priority than the signalling system, new trains and perhaps other minor ef- long-distance projects. They are also preconditions for forts. The old main lines are difficult to upgrade due costs the long-distance projects, since they will be used by long- for increasing the bearing of the track. Most bridges and distance trains. long sections of the main lines need to be rebuilt to allow Parts of the new built route Drammen - Tønsberg is in op- 250 km/h. eration with trains () capable of 200 km/h. There are investigations regarding high-speed trains in The new route is planned to be finished in its entirety in Sweden, and to evaluate if the Western and Southern 2015, partly permitting 250 km/h. Mainline should be upgraded to 250 km/h or if a whole new network of high-speed railway for 280–320 km/h should be built between Stockholm–Linköping– 4.4 Sweden Jönköping–Gothenburg and between Jönköping– Malmö–Copenhagen;. The plan is to ease the situation Main article: High-speed rail in Sweden on the existing railways that are relatively congested Sweden today runs many trains at 200 km/h, includ- combined with better traveltimes between the main cities in Sweden and Denmark. An informal date suggestion by the Banverket is opera- tion by year 2030. For two parts (Södertälje–Linköping and Mölnlycke–Bollebygd) detailed planning is done, and they are expected to have construction start by around 2017 (opposed by the minister of finance) and be in op- eration by around 2025.[56] Many of the newly built railway lines in Sweden are adapted for speeds up to 250 km/h as Botniabanan, Grödingebanan, Mälarbanan, Svealandsbanan, Västkustbanan, Vänernbanan (Gothenburg - Trollhättan).[57] The problem that is slowing down high-speed rail in Sweden is the present signaling system (ATC), which does not allow speeds over 200 km/h. It can be upgraded, but it will not be done since it shall be replaced by the European signaling system ERTMS level 2 on major lines in the near future, allowing high speeds up to 250 km/h.[58] ERTMS level 2 has been installed and is being tried out on Botniabanan, and that railway allows 250 km/h, although no passenger train goes above 200 for now. The train set X55-Regina has been delivered to the rail company SJ with the max speed of 200 km/h but with the option to upgrade the EMU to 250 km/h when possible.[59] Also the mix with freight trains slow down the practical speed. There are four major high-speed projects proposed in Sweden with speeds between 250 and 350 km/h.

• Norrbotniabanan, Umeå – Luleå, is a future ma- jor rail project that will be built for 250 km/h with Swedish high-speed network mixed passenger and freight traffic in northern Swe- den, mainly to relieve the highly congested and old ing the X2 tilting trains, widebody and double-decker single track Main Line Through Upper Norrland in- regional trains, and the Arlanda Airport Express . crease freight traffic, and greatly speed up passenger Since both the X2 and X3 are allowed to run at 205 traffic along the coast.[60] in case of delay, they can technically be considered as high-speed trains. The X2 runs between many cities • Ostlänken: Järna – Linköping, which would re- 5.2 Hungary and Romania 11

lieve the congested and slow conventional main this route. The construction of the Ankara - Kırıkkale - lines on the stretch Järna-Linköping, Södra stam- Yozgat - Sivas line began in February 2009. Several other banan.[61][62] HSR line projects between major cities such as Ankara - Afyon - Uşak - İzmir, İstanbul - Bursa, İstanbul - Edirne - • Götalandsbanan: Gothenburg - Jönköping - Kapıkule (Bulgarian border) have reached their final de- Linköping on to Stockholm via Ostlänken. It sign and are expected to pass to the contraction phase would reduce travel time Gothenburg-Stockholm soon. Ankara - Kayseri and Eskişehir - Afyon - Antalya from 3.05 h to 2h.[63] lines are planned to be built in the coming years. The • : Jönköping – . Possibly Konya - Mersin - Adana and Sivas - Erzincan - Erzurum extended to Helsingör (Tunnel under Oresund) and - Kars lines were mentioned by the prime minister and Copenhagen.[64] The three first listed, but not Eu- the minister of transport. ropabanan, have been prospected by Trafikverket. The first 12 high-speed trainsets are ordered from CAF In several cases the detailed alignment have been de- company, Spain. Further sets are expected to be provided cided. by Siemens.

The present-day Swedish Conservative government shows little interest in major railway projects in the Bud- get of 2011.[65] There is no funding for Trafikverket, The 5.2 Hungary and Romania Swedish Infrastructure Agency, to start building neither of them before 2021.[61] The two countries have agreed in November 2007 to build a high-speed line between their capital cities Budapest and Bucharest which would be a part of 5 South-east a larger transportation corridor Paris-Vienna-Budapest- Bucharest-Constanţa. There is no clear schedule for the project yet, but feasibility studies, ecological im- 5.1 Turkey pact studies and right-of-way land purchase should not begin before 2009. The link will be designed to sup- port speeds up to 300 km/h, but no technical details have been made public as of March 2008. At the moment railway from Bucharest to Constanța support speeds up to 160 km/h. The plan for a high-speed railway through Budapest-Arad-Sibiu-Brasov-Bucharest- Constanta was officially included in the revised TEN- T plan in October 2013 as part of the -Danube Corridor.[67] Works are planned to be carried out between 2017 and 2025.[67] Turkish HSR Network: High-speed rail lines in service, those un- der construction, and those in the planning stages Main article: High-speed rail in Turkey 6 Other high-speed projects

Turkey started building high-speed rail lines in 2003 aim- Several other countries in Europe have launched or ing a double-track high-speed rail network through the [66] planned high-speed rail programmes. Due to geographic country allowing a maximum speed of 250 km/h. Only challenges, these projects are likely to remain national the planned line between İstanbul, Edirne and Kapıkule in scope for the foreseeable future, without international is situated in the European part of the country. links to existing high-speed networks. The first line that was built aimed to connect İstanbul to Ankara (via Eskişehir) reducing the travel time from 6 – 7 hours to 3 hours 10 minutes. The Eskişehir-Ankara 6.1 The Baltics line started operating regular services on 14 March 2009 with a maximum speed of 250 km/h, being the first High A north/south Rail Baltica line from Tallinn to Speed Rail Service in Turkey making the Turkish State via Riga and Kaunas is planned, but will probably not Railways the 6th European national rail company to offer be a purpose-built high-speed line, but be an upgrade of HSR services (although these are situated in the Asian the existing line. Amongst various proposals, the Rail part of the country). The Eskişehir-İstanbul line is still Baltica’s line speed could vary from 120 km/h to 250 under construction and is due 2013. km/h,[68] as no final decision has been made. For cost The Ankara - Konya line construction began in 2006. The reasons an upgrade is the most likely decision. Some up- travel time is projected to be decreased to 70 minutes on grade has already started. 12 6 OTHER HIGH-SPEED PROJECTS

6.2 Croatia Coaches from CAF of Spain, which have a design speed of 200 km/h (125 mph). However, they are operated Main article: High-speed rail in Croatia with 10-year-old Class 201 locomotives with a maximum speed of 160 km/h (100 mph). Iarnród Éireann plan to With the highway construction programme in its final purchase powercars and upgrade the route to 200 km/h stages, the Croatian parliament has passed a bill to build (125 mph) standard. On the Dublin to Belfast line, IÉ are its first high-speed line, a new Botovo–Zagreb–Rijeka considering the following options for after 2020 (when line, with an initial maximum planned speed of 250 the life of the existing De Dietrich Ferroviaire coaches km/h.[69][70] Initially, however, the train will not exceed will have expired): 200kmh due to a signaling system which can only accom- • modate speeds up to 200kmh. The cost of the new line is Upgrading the route to 200 km/h (125 mph) with estimated at 9,244,200,000 kuna (approx. 1.6 bil USD). new carriages with journey times of 90 mins. The project will include the modernisation of the current • Upgrading the route to 225 km/h (140 mph) with Botovo-Zagreb line and a construction of a completely tilting trains, which would cut times to 60 minutes new line between Zagreb and Rijeka. Also, the Pan-European Corridor X, running from the Slovenian border, through Zagreb, to Serbian border is a 6.5 likely future candidate for the high-speed extension to this line. It is the most modern Croatian track, already ini- Main article: High-speed rail in Poland tially built for 160 km/h and fully electrified and connects Today, the main cities of Poland are linked by railway most branch lines in Croatia, rapidly growing Croatian cities of Slavonski Brod and Vinkovci, and Pan-European Corridor Vc towards Osijek and Bosnia and Herzegovina.

6.3 Czech Republic

Main article: High-speed rail in the Czech Republic

Czech Railways have been running the Super City Pen- dolino from to Ostrava since 2005. The Pendolino is capable of operating at 230 km/h (143 mph), but trains that are in service are limited to 160 km/h due to the speeds the railways were constructed for. These limits may be raised in the future to 200 km/h (124 mph), last Polish Railways Pendolino in Wrocław, southern Poland parts of 4th transit corridor (Prague - České Budějovice) are already projected for 200 km/h (124 mph).[71] transport reaching 160 km/h. 14 December, 2014 Pol- The Velim railway test circuit contains a large 13.3- ish State Railways started passenger service trains PKP kilometre track with a maximum allowed speed of 230 Pendolino ED250 operating 200 km/h speed on 80 km km/h (143 mph) for tilting trains and up to 210 km/h (130 line Olszamowice-Zawiercie (part of railway line called mph) for conventional trains.[72] Central Trunk Line (CMK) from Warsaw to Katowice). Currently it is the line with highest railway speed in The Czech Ministry of Transportation is planning a Poland. Several other sections of the Central Trunk Line high-speed rail network which will be roughly 660 km will soon allow speeds of 200 km/h (with a current speed [73] long. Several studies of a possible network have been record set up by Pendolino Train on 21 November 2013 in completed, but there have not yet been any concrete Poland of 293 km/h). According to recent plans of PKP- [74] proposals. There are no expectations for any opera- PLK - sections of CMK between Warsaw nad Gdańsk tion before 2020, but Czech railway infrastructure man- (145 km) and Warsaw-Kraków (additional 80 km) will ager (Správa železniční dopravní cesty) has a special bud- be added to present section from no later than December get for preparatory studies. There is also promotion from 2015. That will make about 300 km of railways available [75] side of NGOs, e.g. Centrum pro Efektivní Dopravu for speed of 200 km/h. Other sections will start operating 200 km/h in 2016r. 6.4 Ireland Polish Railways for many years didn't possess the rolling stock to achieve speeds over 160 km/h. Polish Railways Ireland’s fastest Intercity service is the Dublin to Cork planned to buy Pendolino trains in 1998, but the contract "InterCity" service, which operates at 160 km/h (100 was cancelled the following year by the Supreme Con- mph). Iarnrod Éireann (Irish Rail) has bought new Mark4 trol Chamber due to financial losses by Polish Railways. 6.7 Russia 13

However new contact with Alstom Transport worth 665 the construction of six high-speed lines from the capi- mln. euro was signed in May 2011 and since Decem- tal to Porto, from Porto to Vigo, from Aveiro to ber 2014 20 Pendolino units service Katowice/Kraków - Salamanca, from Lisbon to Faro, from Faro to Seville and line and Wrocław/Warsaw line. However Pen- from Lisbon to Madrid, Spain, bringing the two countries’ dolino’s for Poland is not equipped with tillting system, capital cities within three hours of each other. Since the which wouldn't be very useful on Polish Plains. The lack late 1990s, the Italian tilting train, the Pendolino, runs the of tilting system in Pendolino train along with choosing service, connecting ’s mainland Astom Transportation despite domestic train producers from the north border to the Algarve, its southern coun- was a subject of broad debate in media and Polish Rail- terpart, at a speed of up to 220 km/h (135 mph). On 8 ways were heavily critisied for that purchase. May 2010, The Portuguese Transport Minister signed off the 40-year PPP covering the construction of the Lisbon– Other current plans call for a 'Y' line that will connect Warsaw, Łódź and Kalisz, with branches to Wrocław Madrid high-speed line. The total cost has been put at €1.359bn for a double-track standard gauge line from and Poznań. The geometric layout of the line will be designed to permit speeds of 360 km/h. Construction Lisbon to the Spanish border. Also included is a broad gauge line from the Portuguese port of Sines to the Span- was planned to begin around 2014 and finish in 2019. In the centre of the city of Łódź the 'Y' line will travel ish border. The line was expected to open by the end through an underground tunnel which will link two exist- of 2013 and will reduce the journey time between Lis- bon and Madrid to 2 hours 45 minutes,[80] however the ing railway stations. One of them, Łódź Fabryczna, will [81] be reconstructed as an underground station, work being project was cancelled in March 2012. scheduled to start in July 2010.[76] In April 2009, four companies qualified for the second phase of a public ten- der to prepare a feasibility study for construction of the 6.7 Russia line. In April 2010, the tender for a feasibility study was awarded to a consortium led by Spanish company Inge- Main article: High-speed rail in Russia nieria IDOM.[77] The feasibility study project has been [78] granted €80 million in subsidy from European Union. Two experimental high-speed trainsets (designed for 200 The total cost of the line including construction and train km/h operation) were built in 1974: locomotive-hauled sets has been estimated at €6.9bn and is planned to be RT-200 (“Russkaya Troika”) and ER-200 EMU. The RT- [79] financed partially by EU subsidies. 200 set made only experimental runs in 1975 and 1980 In December 2013, the project was delayed. However and was discontinued due to unavailability of the ChS- Łódź Fabryczna Railway Station which is central point 200 high-speed locomotive – they were only delivered of the line is in second phase of construction and is the later. The ER-200 EMU was put into regular service largest such project in Central Europe. In November in 1984. In 1992 a second ER-200 trainset was built in 2013 Sławomir Nowak, the Minister of Transport and op- Riga. Both sets are still in operation today. As of Febru- ponent of Y-line was dismissed and consultations about ary 2010 fatigue cracks had developed in the wheelsets the Y-line are undergoing. of all the trainsets and a decision is being made whether or not to temporarily discontinue operation. There are also many plans to upgrade existing lines. The “Y” line links will possibly be extended to Berlin from In addition to these domestic trainsets, imported trainsets Poznań and Prague from Wrocław, most probably by up- have been in operation since 2009. train- grading existing lines. sets have operated since 2009 between Saint Petersburg and Moscow, at speeds of up to 250 km/h (155 mph) The ECTS system is being introduced. and since 2010 between Nizhny Novgorod and Moscow, A Warszawa-Toruń-Gdańsk high-speed railway is also in where service is limited to 160 km/h (99 mph). The planning stages. Pendolino Sm6, similar to Finnish high-speed trains, be- New rolling stock of home companies (Newag, Pesa By- gan operation in 2010 between Saint Petersburg and Fin- dgoszcz) have appeared in 2012 and 2013 such as Newag land at up to 200 km/h (124 mph). Impuls Train that exceed the speed of 200 km/h. In February 2010 RZhD announced it would shortly re- lease a proposal for a new high-speed line to be built par- allel to the existing line between Saint Petersburg and [83] 6.6 Portugal Moscow due to congestion on the existing line. In April 2010 it was confirmed that the new Moscow–Saint Petersburg high-speed line was envisioned to be a 400 Main article: High-speed rail in Portugal km/h running speed cutting the journey time from 3h 45m to 2h 30m. Formal studies will be complete on the High-speed connections between Spain and Portugal have new Moscow–Saint Petersburg line by the start of 2011 been agreed upon and planned, but initial works have due to congestion between Moscow and Saint Petersburg. yet to begin. The Portuguese government has approved The line is expected to be 660 km long and support speeds 14 9 REFERENCES of up to 400 km/h. The expected journey time would [10] “El AVE a Alicante eleva a 3.100 los kilómetros de alta be 2 hours 30 minutes. 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[78] “PKP PLK rozmawia o szybkich kolejach - Komentarze surowcowe - Forsal.pl - Giełda, Waluty, Finanse – forex, notowania NBP, surowce”. Forsal.pl. 2009-04-15. Re- trieved 2015-03-28.

[79] “Polish high speed plan”. Railwaygazette.com. Retrieved 2015-03-28.

[80] “Portuguese high speed concession signed”. Rail- waygazette.com. Retrieved 2015-03-28.

[81] “High speed programme axed”. Railwaygazette.com. Re- trieved 2015-03-28.

[82] “Autenticação”. Rave.pt. Retrieved 2015-03-28.

[83] “Russia to announce high speed line plan”. Rail- waygazette.com. Retrieved 2015-03-28.

[84] “Moscow - St Petersburg high speed study to be submitted next year”. Railwaygazette.com. Retrieved 2015-03-28.

[85] “RZD launches Moscow - St Petersburg high speed line project”. Railwaygazette.com. Retrieved 2015-03-28.

[86] “Russian Railways Look for High-Speed Rail Network Bids - Russia Briefing News Russia Briefing News”. Russia-briefing.com. 2011-01-31. Retrieved 2015-03- 28.

[87]

10 External links

• Level of service on passenger railway connec- tions between European metropolises Report of the Transport and Spatial Planning Institute • Rail Turkey photo report: High Speed Trains in Eu- rope by P. Trippi, Switzerland 17

11 Text and image sources, contributors, and licenses

11.1 Text

• High-speed rail in Europe Source: http://en.wikipedia.org/wiki/High-speed%20rail%20in%20Europe?oldid=659643745 Contributors: Edward, Delirium, Topbanana, Joy, Gidonb, Fudoreaper, RScheiber, Gugganij, Chowbok, Plasma east, Simhedges, Jklamo, Grun- ners, Willhsmit, Rich Farmbrough, Sladen, Filzstift, Wladek, Dpaajones, L.Willms, Guidod, Jeodesic, ADM, Ynhockey, Bobrayner, Woohookitty, Tabletop, BD2412, Miq, Josh Parris, Rjwilmsi, Koavf, Ev, JanSuchy, SLi, Ian Pitchford, Ground Zero, Alvin-cs, Tone, Wavelength, Eraserhead1, OettingerCroat, Assdl, Ordinary Person, Kalaha, SmackBot, Edgar181, Jupix, Chris the speller, Lamadude, Colonies Chris, George Ho, BIL, Coccodrillo, Blake-, Derek R Bullamore, Gump Stump, Alcuin, Ser Amantio di Nicolao, Soylentyel- low, Wheeltapper, Cp98ak, Booksworm, Androl, Peter Horn, Cnbrb, Kabelleger, Cls14, FairuseBot, Filelakeshoe, CmdrObot, Grahamec, Yaamboo, Rmeskill, Krator, Joowwww, Thijs!bot, Marek69, Keesoudelenferink, Nick Number, Kbthompson, Qasdfdsaq, Jayron32, Ar- senikk, Dogru144, Benjamin22b, Jahoe, CAN, Halfalive, Textorus, Garik 11, Keith D, CommonsDelinker, Ssolbergj, Luxem, Junafani, Plasticup, Warut, DH85868993, Signalhead, Hugo999, Concertmusic, VolkovBot, Tourbillon, JCG33, Steven J. Anderson, Michaeltnine, LAz17, SergioGeorgini, Billinghurst, Siegele Roland, Klippa, Uysalonur, Crownsteler, SieBot, WereSpielChequers, Prillen, Andersmu- sician, Lightmouse, Jontts~enwiki, Mtaylor848, Canglesea, Schalkcity, Troy 07, Cambrasa, EoGuy, Aaa3-other, Addams71, Doseiai2, Niceguyedc, Auntof6, Sun Creator, MickMacNee, Takabeg, DumZiBoT, Razvanus~enwiki, Likelife, Erik2sen, Olyus, Addbot, Joop20, Kowart, Download, Lightbot, AadaamS, Yobot, Gongshow, AnomieBOT, Kov 93, Rejedef, Calvinps, LilHelpa, Bhtpbank, Merlynthekid, Ita140188, Hugovoyages, Megustalastrufas, Emturan, Jordan353, FrescoBot, Spartan S58, Rubenescio, Ravendrop, Trust Is All You Need, Philly boy92, NeoRetro, Full-date unlinking bot, Pål Jensen, Cnwilliams, Camoka4, Bk1 168, NorthernCounties, V.shvadchak, Hellaras, Shortfatlad, Visite fortuitement prolongée, 4darek~enwiki, Underlying lk, Brambleclawx, Samuelbcn, TGCP, EmausBot, John of Reading, Tommasel, Dewritech, FlyAkwa, ElationAviation, Hajj 3, Henry1500, Bucyrus, Tim PF, Tom5551, FiatLUX, DBigXray, BG19bot, Skgxt2, Ail Subway, LorLeod, Maese Beccaria, HTML2011, Maarten Rail, ThunderingTyphoons!, Cyberbot II, Plokijnu, Mogism, LL90TO, SomeFreakOnTheInternet, Hsrincz, Easttripper, Dokoenig, Lueatt, 1990’sguy, TR2013, Captain Cornwall, Monkbot, Filedelinkerbot, Caver95, 77roel, Tbap, Veggyyy, Railholiday, Tamawashi, Railman2015, Silvercowcreamer and Anonymous: 151

11.2 Images

• File:Carte_TGV.svg Source: http://upload.wikimedia.org/wikipedia/commons/5/57/Carte_TGV.svg License: CC-BY-SA-3.0 Contribu- tors: ? Original artist: ? • File:DK_high_speed.jpg Source: http://upload.wikimedia.org/wikipedia/commons/2/24/DK_high_speed.jpg License: CC BY-SA 3.0 Contributors: Own work Original artist: Henry1500 • File:Eurostars_at_waterloo_international.jpg Source: http://upload.wikimedia.org/wikipedia/commons/b/ba/Eurostars_at_waterloo_ international.jpg License: CC-BY-SA-3.0 Contributors: ? Original artist: ? • File:Finnish_railroad_network_speeds_2011.svg Source: http://upload.wikimedia.org/wikipedia/commons/6/65/Finnish_railroad_ network_speeds_2011.svg License: Public domain Contributors: • Finnish_railroad_network-en.svg Original artist: Finnish_railroad_network-en.svg: Mysid • File:Flytoget_Oslo_S.jpg Source: http://upload.wikimedia.org/wikipedia/commons/a/a6/Flytoget_Oslo_S.jpg License: CC-BY-SA-3.0 Contributors: Own work Original artist: Mr. Kjetil Ree • File:HighSpeedSpain.svg Source: http://upload.wikimedia.org/wikipedia/commons/8/83/HighSpeedSpain.svg License: CC BY-SA 3.0 Contributors: Own work Original artist: HrAd • File:High_Speed_Railroad_Map_of_Europe_2015.svg Source: http://upload.wikimedia.org/wikipedia/commons/0/08/High_Speed_ Railroad_Map_of_Europe_2015.svg License: CC BY-SA 3.0 Contributors: This file was derived from: High Speed Railroad Map Europe 2011.svg Original artist: Original PNG : User:Bernese media, User:BIL

• File:Hslbenelux.png Source: http://upload.wikimedia.org/wikipedia/commons/4/4d/Hslbenelux.png License: Public domain Contribu- tors: Own work Original artist: SergioGeorgini • File:ICE_Network.png Source: http://upload.wikimedia.org/wikipedia/commons/7/7b/ICE_Network.png License: Public domain Con- tributors: ? Original artist: ? • File:Italy_TAV.png Source: http://upload.wikimedia.org/wikipedia/commons/8/84/Italy_TAV.png License: CC-BY-SA-3.0 Contribu- tors: Own work Original artist: Sinigagl • File:Magistrale_for_Europe.gif Source: http://upload.wikimedia.org/wikipedia/commons/e/ec/Magistrale_for_Europe.gif License: CC BY-SA 3.0 Contributors: Own work Original artist: Bernese media • File:Networks_of_Major_High_Speed_Rail_Operators_in_Europe.gif Source: http://upload.wikimedia.org/wikipedia/commons/f/ f3/Networks_of_Major_High_Speed_Rail_Operators_in_Europe.gif License: CC BY-SA 3.0 Contributors: Map: https://commons. wikimedia.org/wiki/File:Magistrale_for_Europe.gif Original artist: Bernese media, own modifications • File:Polish_Pendolino_front_2.JPG Source: http://upload.wikimedia.org/wikipedia/commons/d/d3/Polish_Pendolino_front_2.JPG License: CC BY-SA 3.0 Contributors: Own work Original artist: Jjajjo • File:Réseau_grande_vitesse_Belgique.svg Source: http://upload.wikimedia.org/wikipedia/commons/c/cb/R%C3%A9seau_grande_ vitesse_Belgique.svg License: CC BY-SA 3.0 Contributors: Own work; used Image:Belgium sm 2008.gif and Image:Belgium.jpg. Original artist: François Melchior • File:Swedish_highspeed_rail_map_2012.png Source: http://upload.wikimedia.org/wikipedia/commons/2/26/Swedish_highspeed_ rail_map_2012.png License: CC BY 3.0 Contributors: Fully based on File:Swedish highspeed rail map 2010.png which is on Wikime- dia and on Public Domain Original artist: BIL did the modification. BIL and Tydal made the original image, based on a public domain map. 18 11 TEXT AND IMAGE SOURCES, CONTRIBUTORS, AND LICENSES

• File:Turkey_High_Speed_Rail.png Source: http://upload.wikimedia.org/wikipedia/commons/a/a8/Turkey_High_Speed_Rail.png Li- cense: CC BY-SA 3.0 Contributors: Own work Original artist: İhsan Deniz Kılıçoğlu • File:UK_high_speed_rail_map.png Source: http://upload.wikimedia.org/wikipedia/commons/7/70/UK_high_speed_rail_map.png Li- cense: CC BY-SA 3.0 Contributors: Own work Original artist: Cnbrb

11.3 Content license

• Creative Commons Attribution-Share Alike 3.0 Intercity-Express

“ICE 4” and “Ice Train” redirect here. For form of water including its variant models, is made by a consortium led ice, see Ice IV. For professional wrestler, see Ice Train by Bombardier and Siemens. (wrestler). For other uses, see Intercity-Express (disam- Apart from domestic use, the trains can also be seen biguation). in countries neighbouring Germany. There are, for ex- The Intercity-Express (written as InterCityExpress ample, ICE 1 lines to Basel and Zurich. ICE 3 trains also run to Liège and Brussels[2] and at lower speeds to Amsterdam.[3] On 10 June 2007, a new line between Paris and Frankfurt/Stuttgart was opened, jointly oper- ated by ICE and TGV trains. ICE trains to London via the Channel Tunnel are planned for 2015.[4] While ICE 3M trains operate the Paris-to-Frankfurt ser- vice (with the exception of trains 9553/9552, which op- erate with TGV Duplex equipment and are cross-crewed with both SNCF and DB staff), SNCF’s TGV runs from Paris to Munich (via Stuttgart), with mixed crews on both trains.[5][6] German and Austrian ICE T trains run to Vienna. On Inside the cab of an ICE 3 9 December 2007, the ICE TD was introduced on the service from Berlin via Hamburg to the Danish cities of Aarhus and Copenhagen. The Spanish railway operator RENFE also employs trains based on the ICE 3 (Siemens Velaro).[7] Wider ver- sions were ordered by China for the Beijing-Tianjin high- speed rail link (CRH 3) and by Russia for the Moscow – Saint Petersburg and Moscow – Nizhny Novgorod routes (Velaro RUS).[8]

1 History of the ICE

See also: InterCityExperimental The started a series of trials in Latest ICE 3 version, a Siemens Velaro D at InnoTrans 2010, after handover of first train to DB

in Austria, Denmark, Switzerland and, formerly, in Germany) or ICE (German pronunciation: [iːtseːˈʔeː]) is a system of high-speed trains predominantly running in Germany and its surrounding countries. It is the high- est service category offered by DB Fernverkehr and is the flagship of Deutsche Bahn. The brand name “ICE” is among the best-known in Germany, with a brand aware- ness close to 100%, according to DB.[1] There are currently 259 trainsets in five different versions of the ICE vehicles in use, named ICE 1 (deployed in 1991), ICE 2 (1996), ICE T (1999), ICE 3 (1999) and InterCityExperimental (ICE V) first run as a full train, near Mu- ICE TD (2001–2003, back in service 2007). The ICE 3, nich (Sept. 1985)

1 2 1 HISTORY OF THE ICE

1985 using the InterCityExperimental (also called ICE- Hamburg to Berlin (later, in 1998, via the - V) test train. The IC Experimental was used as a show- Berlin line and the former IC line 3 from Hamburg- case train and for high-speed trials, setting a new world Altona via Hannover Hbf – -Wilhelmshöhe – Fulda speed record at 406.9 km/h (253 mph) on 1 May 1988.[9] – Frankfurt Hbf – Mannheim Hbf – Hbf – The train was retired in 1996 and replaced with a new trial Freiburg Hbf to Basel SBB was upgraded to ICE stan- unit, called the ICE S. dards as a replacement). After extensive discussion between the Bundesbahn and the Ministry of Transport regarding onboard equipment, length and width of the train and the number of trainsets 1.2 Second generation required, a first batch of 41 units was ordered in 1988. The order was extended to 60 units in 1990, with German Main article: ICE 2 reunification in mind. However, not all trains could be From 1997, the successor, the ICE 2 trains pulled by delivered in time. The ICE network was officially inaugurated on 29 May 1991 with several vehicles converging on the newly built station Kassel-Wilhelmshöhe from different directions.[10]

1.1 First generation

ICE 2 near (Feb. 2007)

Class 402 powerheads, was put into service. One of the goals of the ICE 2 was to improve load balancing by building smaller train units which could be coupled or de- tached as needed. These trainsets were used on the ICE line 10 Berlin- Cologne/Bonn. However, since the driving van trailers ICE 1 on the Nuremberg-Ingolstadt line (Dec. 2006) of the trains were still awaiting approval, the DB joined two portions (with one powerhead each) to form a long Main article: ICE 1 train, similar to the ICE 1. Only from 24 May 1998 were the ICE 2 units fully equipped with driving van trailers The first ICE trains were the trainsets of ICE 1 (power and could be portioned on their run from via either cars: Class 401), which came into service in 1989. The Hbf – Essen Hbf – Hbf – Düsseldorf first regularly scheduled ICE trains ran from 2 June 1991 Hbf or Hagen Hbf – Hbf – -Ohligs. from Hamburg-Altona via Hamburg Hbf – Hannover In late 1998, the Hanover-Berlin high-speed rail line was Hbf – Kassel-Wilhelmshöhe – Fulda – Frankfurt Hbf opened as the third high-speed line in Germany, cutting – Mannheim Hbf and Stuttgart Hbf toward München [11] travel time on line 10 (between Berlin and the Ruhr val- Hbf at hourly intervals on the new ICE line 6. The ley) by 2½ hours. Hanover-Würzburg line and the Mannheim-Stuttgart line, which had both opened the same year, were hence inte- The ICE 1 and ICE 2 trains’ loading gauge exceeds grated into the ICE network from the very beginning. that recommended by the international railway organisa- tion UIC. Even though the trains were originally to be Due to the lack of trainsets in 1991 and early 1992, used only domestically, some units are licensed to run in the ICE line 4 (Bremen Hbf – Hannover Hbf – Kassel- Switzerland and Austria. Some ICE 1 units have been Wilhelmshöhe – Fulda – Würzburg Hbf – Nürnberg Hbf equipped with an additional smaller pantograph to be – München Hbf) couldn't start operating until 1 June able to run on the different Swiss overhead wire geom- 1992. Prior to that date, ICE trainsets were used when etry. All ICE 1 and ICE 2 trains are single-voltage 15 kV available and were integrated in the Intercity network and AC, which restricts their radius of operation largely to the with IC tariffs. German-speaking countries of Europe. ICE 2 trains can In 1993, the ICE line 6's terminus was moved from run at a top speed of 174 mph (280 km/h). 1.4 ICE T and ICE TD 3

1.3 Third generation is Hbf – Duisburg Hbf – Frankfurt Hbf – Nürnberg Hbf – Ingolstadt Hbf – München Hbf. Main article: ICE 3, for Siemens built trains us- The ICE 3 runs at speeds up to 320 km/h (198 mph) on ing similar technology see Siemens Velaro. the LGV Est railway Strasbourg – Paris in France.

1.4 ICE T and ICE TD

ICE 3 (Class 403) (Mar. 2007)

To overcome the restrictions imposed on the ICE 1 and ICE 2, their successor, the ICE 3, was built to a smaller loading gauge to permit usability throughout the European standard gauge network (except the UK non- ICE-T (Class 411) tilting train (Mar. 2007) highspeed network) . Unlike their predecessors, the ICE 3 units are built not as locomotive-pulled trains (albeit aerodynamically optimised), but as electric multiple units Simultaneously with the ICE 3, Siemens developed trains with underfloor motors throughout. This also reduced the with tilting technology, using much of the ICE 3 tech- load per axle and enabled the ICE 3 to comply with the nical design. The class 411 (seven cars) and 415 (five pertinent UIC standard. cars) ICE T EMUs and class 605 ICE TD DMUs (four Two different classes were developed: the Class 403 (do- cars) were built with a similar interior and exterior design. mestic ICE 3) and the Class 406 (ICE 3M), the M stand- They were specially designed for older railway lines not ing for Mehrsystem (multi-system). The trains were la- suitable for high speeds, for example the twisting lines in belled and marketed as the Velaro by their manufacturer, Thuringia. ICE-TD has diesel traction. ICE-T and ICE- Siemens. TD can be operated jointly, but this is not done routinely. Just like the ICE 2, the ICE 3 and the ICE 3M were de- veloped as half-length trains (when compared to an ICE 1) and are able to travel in portions, with individual units 1.4.1 ICE T running on different lines, then being coupled to travel to- gether. Since the ICE 3 trains are the only ones able to run Main article: ICE T on the Köln-Frankfurt high-speed line with its 4.0% in- cline, they are used predominantly on services that utilise this line. A total of 60 class 411 and 11 class 415 have been built so far (units built after 2004 belong to the modified second Deutsche Bahn has ordered another 16 units – worth generation ICE-T2 batch). Both classes work reliably. € 495 million – for international traffic, especially to Austria’s ÖBB purchased three units in 2007, operating France. them jointly with DB. It might be worth noting that even The newest high-speed line in Germany, the Nuremberg- though DB assigned the name ICE-T to class 411/415, the Ingolstadt high-speed rail line, which opened in May T originally did not stand for tilting, but for Triebwagen 2006, is the most recent addition to the ICE network. It (), as DB’s marketing department at first deemed is one of only two lines in Germany (the other being the the top speed too low for assignment of the InterCityEx- Cologne to Frankfurt line) that are equipped for a line press brand and therefore planned to refer to this class as speed of 300 km/h. Since only 3rd generation ICE trains IC-T (InterCity-Triebwagen). The trainsets of the T se- can travel at this speed, the ICE line 41, formerly run- ries were manufactured in 1999. The tilting system has ning from Essen Hbf via Duisburg Hbf – Frankfurt Südbf been provided by , now part of Alstom. to Nürnberg Hbf, was extended over the Nuremberg- ICE T trains can run at speeds of up to 140 mph (230 Ingolstadt high-speed rail line and today the service run km/h). 4 2 EQUIPMENT

Deutsche Bahn project to procure up to 300 inter-city trains to replace its existing fleets used on long-distance passenger services in Germany.[14]

2 Equipment

2.1 ICE decoration ICE TD in service of DSB in Northern Germany A notable characteristic of the ICE trains is their colour design, which has been registered by the DB as an 1.4.2 ICE TD aesthetic model and hence is protected as intellectual property.[15] The trains are painted in Pale Grey (RAL Main article: ICE TD 7035) with a Traffic Red (RAL 3020) stripe on the lower See also: Siemens Venturio part of the vehicle. The continuous black band of win- dows and their oval door windows differentiate the ICEs from any other DB train. Rather ill-fated was the adoption of diesel services. In 2001, a total of 20 units were commissioned for use on The ICE 1 and ICE 2 units originally had an Orient Red the Dresden-Munich and Munich-Zurich lines, but these (RAL 3031) stripe, accompanied by a Pastel Violet stripe class 605 (ICE-TD) units experienced trouble from the below (RAL 4009, 26 cm wide). These stripes were re- start so the trains were mothballed. During the 2006 painted with the current Traffic Red between 1998 and FIFA World Cup, they were used for supplemental ser- 2000, when all ICE units were being checked and re- vices. Their top speed is 125 mph (200 km/h). They painted in anticipation of the EXPO 2000. are expensive to use within Germany since full diesel tax The “ICE” lettering uses the colour Agate Grey (RAL must be paid. Starting at the end of 2007, the class 605 7038), the frame is painted in Quartz Grey (RAL 7039). has been deployed on the Hamburg-Copenhagen route. The plastic platings in the interior all utilise the Pale Grey This route, using the Fehmarn Belt train ferry needs diesel (RAL 7035) colour tone. Originally, the ICE 1 interior trains for both the railway and the ferry, as neither has was designed in pastel tones with an emphasis on mint, an electric supply. Later the Hamburg-Aarhus started following the DB colour scheme of the day. The ICE 1 to use these trains. The Danish railway currently has a trains were refurbished in the mid-2000s, however, and severe shortage of long-distance diesel trains since their now follow the same design as the ICE 3, which makes new IC4, with features similar to the ICE-TD, has also heavy usage of indirect lighting and wooden furnishings. been ill-fated and severely delayed in delivery. The ICE- TD can have lower operational cost for this traffic, since The distinctive ICE design was developed by a team diesel for train usage has lower tax in Denmark, and the of designers around Alexander Neumeister in the early trains fill their tanks there. 1980s and first used on the InterCityExperimental (ICE V). The team around Neumeister then designed the ICE 1, ICE 2, and ICE 3/T/TD. The interior of the trains 1.5 ExpoExpress was designed by Jens Peters working for BPR-Design in Stuttgart. Among others, he was responsible for the For the EXPO 2000 in Hanover, Deutsche Bahn provided heightened roof in the restaurant car and the special light- 120 additional train services. Some of these special ser- ing. The same team also developed the design for the now vices were operated by ICE trains and labelled “Expo- discontinued InterRegio trains in the mid-1980s. Express” (EXE). These services also constituted the first widespread use of the then-new ICE 3 train sets, pre- senting them to the domestic and international general 2.2 Differences in train layouts public.[12] 2.3 Trainset numbers

1.6 Future ICE rolling stock While every car in an ICE train has its own unique regis- tration number, the trains usually remain coupled as fixed Main article: ICx trainsets for several years. For easier reference, each has been assigned a trainset number that is printed over each Deutsche Bahn plans to replace most ICE 1 and 2 trains, bogie of every car. These numbers usually correspond as well as most Intercity and Eurocity rolling stock with with the registration numbers of the powerheads or cab ICx electric trainsets by 2025.[13] ICx is a cars. 2.4 Interior equipment 5

ICE 1 – in service since 1991 1st class open carriage in an ICE 2

Interior of 2nd class carriage of ICE 3 train ICE 3 – a new design

mobile phone reception as well as designated quiet zones where the use of mobile phones is discouraged. The newer ICE 3 trains also have larger digital displays in all coaches, displaying, among other things, Deutsche Bahn advertising, the predicted arrival time at the next destina- tion and the current speed of the train. The ICE 1 was originally equipped with a passenger in- formation system based on BTX, however this system was eventually taped over and removed in the later refurbish- ment. The ICE 3 trains feature touch screen terminals in some carriages, enabling travellers to print train timeta- bles. The system is also located in the restaurant car of the ICE 2. ICE S (successor of the ICE V) The ICE 1 fleet saw a major overhaul between 2005 and 2008, supposed to extend the lifetime of the trains by an- 2.4 Interior equipment other 15 to 20 years. Seats and the interior design were adapted to the ICE 3 design, electric sockets were added The ICE trains adhere to a high standard of technology: to every seat, the audio and video entertainment systems all cars are fully air-conditioned and nearly every seat fea- were removed and electronic seat reservation indicators tures a headphone jack which enables the passenger to lis- were added above the seats. The ICE 2 trains have been ten to several on-board music and voice programmes as undergoing the same procedure since 2010. well as several radio stations. Some seats in the 1st class section (in some trains also in 2nd class) are equipped ICE 2 trains feature electric sockets at selected seats, ICE with video displays showing movies and pre-recorded in- 3 and ICE T trains have sockets at nearly every seat. fotainment programmes. Each train is equipped with The ICE 3 and ICE T are similar in their interior design, special cars that feature in-train repeaters for improved but the other ICE types differ in their original design. 6 3 ROUTE PLANNING AND NETWORK LAYOUT

The ICE 1, the ICE 2 and seven-car ICE T (Class 411) 6. The 1st Revision is carried out after 1.2 million km. are equipped with a full restaurant car. The five-car ICE It includes a thorough check of all components of T (Class 415) and ICE 3 however, have been designed the train and is carried out in two five-day segments. without a restaurant, they feature a bistro coach instead. Since 1 October 2006, smoking is prohibited in the bistro 7. The seventh and final step is the 2nd Revision, which coaches, similar to the restaurant cars, which have always happens when reaching 2.4 million kilometres. The been non-smoking. bogies are exchanged for new ones and many com- ponents of the train are disassembled and checked. All trains feature a disabled toilet and wheelchair spaces. This step also takes two five-day segments. The ICE 1 and ICE 2 have a special conference compart- ment whilst the ICE 3 features a compartment suitable for small children. The ICE 3 and ICE T omit the usual Maintenance on the ICE trains is carried out in special train manager’s compartment and have an open counter ICE workshops located in Basel, Berlin, Cologne, Dort- named “ServicePoint” instead. mund, Frankfurt, Hamburg, Leipzig[16] and Munich. The An electronic display above each seat indicates the loca- train is worked upon at up to four levels at a time and fault tions between which the seat has been reserved. Passen- reports are sent to the workshops in advance by the on- gers without reservations are permitted to take seats with board computer system to keep maintenance time at a a blank display or seats with no reservation on the current minimum. section. 3 Route planning and network lay- 2.5 Maintenance out The maintenance schedule of the trains is divided into seven steps:

1. Every 4,000 kilometres, an inspection taking about 1½ hours is undertaken. The waste collection tanks are emptied and fresh water tanks are refilled. Acute defects (e.g. malfunctioning doors) are rectified. Furthermore, safety tests are conducted. These include checking the pantograph pressure, clean- ing and checking for fissures in the rooftop insula- tors, inspecting transformers and checking the pan- tograph’s for wear. The wheels are also checked in this inspection. 2. Every 20,000 kilometres, a 2½ hour inspection is conducted, called Nachschau. In this inspection, the brakes, the Linienzugbeeinflussung systems and the ICE track close up anti-lock brakes are checked as well.

3. After 80,000 kilometres, the train undergoes the In- The ICE system is a polycentric network. Connections spektionsstufe 1. During the two modules, each last- are offered in either 30-minute, hourly or bi-hourly in- ing eight hours, the brakes receive a thorough check, tervals. Furthermore, additional services run during peak as well as the air conditioning and the kitchen equip- times, and some services call at lesser stations during off- ment. The batteries are checked, as well as the seats peak times. and the passenger information system. Unlike the French TGV or the Japanese sys- 4. Once the train has reached 240,000 kilometres, the tems, the vehicles, tracks and operations were not de- Inspektionsstufe 2 mandates a check of the electric signed as an integrated whole; rather, the ICE system motors, the bearings and the driveshafts of the has been integrated into Germany’s pre-existing system bogies and the couplers. This inspection is usually of railway lines instead. One of the effects of this is that carried out in two modules taking eight hours each. the ICE 3 trains can reach a speed of 300 km/h (186 mph) 5. About once a year (when reaching 480,000 km), the only on some stretches of line and cannot currently reach Inspektionsstufe 3 takes place, at three times eight their maximum allowed speed of 330 km/h on German hours each. In addition to the other checkup phases, railway lines (though a speed of 320 km/h is reached by it includes checks on the pneumatics systems, and ICE 3 in France). the transformer cooling. Maintenance work is per- The line most heavily utilised by ICE trains is the formed inside the passenger compartment. Riedbahn between Frankfurt and Mannheim due to the 3.1 North-South connections 7

ICE network Similar to the above map, also showing frequencies.

• red: High-speed lines for 300 km/h (186 mph) • orange: High-speed lines for 250 to 280 km/h (156 to 175 3. from Hamburg-Altona via Hamburg Hbf – Berlin- mph) Spandau – Berlin Hbf – Berlin Südkreuz – Leipzig • blue: Upgraded lines, 200 to 230 km/h (125 to 145 mph) Hbf – Nürnberg Hbf either via Hbf or • grey: Other lines, max. 160 km/h (100 mph) Ingolstadt Hbf to München Hbf (ICE line 28)

4. from Berlin Ostbf via Berlin Hbf – Berlin-Spandau – bundling of many ICE lines in that region. When consid- Braunschweig Hbf – Kassel-Wilhelmshöhe – Fulda ering all traffic (freight, local and long distance passen- Bf – Frankfurt Hbf – Mannheim Hbf either via ger), the busiest line carrying ICE traffic is the Munich– Karlsruhe Hbf – Freiburg Bf to Basel SBB (ICE line Augsburg line, carrying about 300 trains per day. 12) or via Stuttgart Hbf – Hbf – Augsburg Hbf See also: List of Intercity-Express lines to München Hbf (ICE line 11)

5. from Amsterdam Centraal or Dortmund Hbf via 3.1 North-South connections Duisburg Hbf – Düsseldorf Hbf – Köln Hbf – Frankfurt Flughafen – Mannheim Hbf either via Karlsruhe Hbf – Freiburg Bf to Basel SBB (ICE line The network’s main backbone consists of six north-south 43) or via Stuttgart Hbf – Ulm Hbf – Augsburg Hbf lines: to München Hbf (ICE line 42)

1. from Hamburg-Altona via Hamburg Hbf – Hannover Hbf – Kassel-Wilhelmshöhe – Fulda 6. from Amsterdam Centraal – Duisburg Hbf – Bf – Frankfurt Hbf – Mannheim Hbf either via Düsseldorf Hbf (ICE line 78) or Brussels-South – Karlsruhe Hbf – Freiburg Bf to Basel SBB (ICE Hbf (ICE line 79) via Köln Hbf – Frankfurt line 20) or straight to Stuttgart Hbf (ICE line 22) Flughafen – Frankfurt Hbf – Würzburg Hbf – Nürnberg Hbf to München Hbf (passes, but does not 2. from Hamburg-Altona – Hamburg Hbf and Bremen call at Ingolstadt Hbf, ICE line 41) Hbf via Hannover Hbf – Kassel-Wilhelmshöhe – Fulda Bf – Würzburg Hbf either via Nürnberg Hbf – Ingolstadt Hbf or Donauwörth Bf – Augsburg Hbf (Also applies to trains in the opposite directions, taken to München Hbf (ICE line 25) from 2007 network map) 8 3 ROUTE PLANNING AND NETWORK LAYOUT

3.2 East-West connections 3. from Bremen Hbf to Oldenburg Hbf

Furthermore, the network has four main East-West thor- 4. from Köln Hbf to Aachen Hbf (continuing to oughfares: Bruxelles-Midi/Brussel-Zuid) 5. from Hbf to Hbf 1. from Berlin Gesundbrunnen via Berlin Hbf – Berlin Südkreuz – Hamburg Hbf – Hamburg Dammtor – 6. from Mannheim Hbf via Kaiserslautern Hbf to Hamburg Altona (ICE line 6) Saarbrücken Hbf (continuing to Paris Est from 10 June 2007) 2. from Berlin Ostbf via Berlin Hbf – Hannover Hbf – Hbf – Hamm (Westfalen) either via 7. from Stuttgart Hbf via Rottweil – Tuttlingen – Dortmund Hbf – Essen Hbf – Duisburg Hbf – Singen to Schaffhausen (continuing Zürich HB) now Düsseldorf Hbf to Köln/Bonn Flughafen or via being replaced by conventional InterCity trainsets Hagen Hbf – Wuppertal Hbf – Solingen Hbf – Köln 8. from München Hbf to Garmisch-Partenkirchen Hbf to Bonn Hbf (ICE line 10, train partitions in Hamm) 9. from Nürnberg Hbf via Hbf – Plattling to Hbf (continuing via Hbf to Wien 3. from Dresden Hbf (with some trains from Berlin Westbf) Gesundbrunnen) via Leipzig Hbf – Erfurt Hbf – Fulda Bf – Frankfurt Hbf either via Frankfurt Flughafen – Mainz Hbf to Hbf or (off- (Also applies to trains in the opposite directions) peak services) via Darmstadt Hbf – Mannheim Hbf – Kaiserslautern Hbf to Saarbrücken Hbf (ICE line 3.4 Bottlenecks 50, train partitions in Frankfurt Hbf) 4. from Dresden Hbf via Leipzig Hbf – Erfurt Hbf – Several lines on the ICE network are highly trafficked, Kassel-Wilhelmshöhe – Hbf – Dortmund among them: Hbf – Essen Hbf – Duisburg Hbf – Düsseldorf Hbf to Köln Hbf (IC/ICE line 51) 1. from Dortmund Hbf via Bochum Hbf – Essen Hbf – Duisburg Hbf – Düsseldorf Hbf to Köln Hbf (Also applies to trains in the opposite directions, taken (Dortmund–Duisburg and Cologne–Duisburg lines) from 2007 network map) 2. from Frankfurt Hbf to Fulda (Kinzig Valley Rail- way) 3.3 German branch lines 3. from Frankfurt Hbf to Mannheim Hbf (Riedbahn, highest IC/ICE frequency in Germany) 4. from Karlsruhe Hbf via Freiburg to Basel SBB (Rhine Valley Railway)

(Also applies to trains in the opposite directions)

3.5 ICE-Sprinter

The so-called “ICE-Sprinter” trains are extra fast trains between Germany’s major cities running in the morning and evening hours. They are tailored for business trav- ellers or long-distance commuters and are marketed by DB as an alternative to domestic flights. Some of the Sprinter services continue as normal ICE services after ICE between Zurich and Stuttgart in Tuttlingen reaching their destination. Sprinter trains usually depart around 06:00 for morning services and 18:00 for evening Some train lines extend past the core network and branch services. off to serve the following connections: A reservation is mandatory on the ICE-Sprinter (cur- 1. from Berlin Hbf to Rostock Hbf (from 10 June rently €11 in 2nd and €16 in 1st class). In addition to 2007) the usual 1st class service (on-seat service, free newspa- pers like Financial Times Deutschland or Handelsblatt), 2. from Hamburg Hbf to Kiel Hbf the 1st class in the Sprinter trains also offers free drinks, 3.7 Intra-Swiss ICE trains 9 an on-seat breakfast or dinner and additional newspapers. 8. from München Hbf via Salzburg Hbf – Linz Hbf to In the 2nd class, newspapers are provided in the carriages Wien Westbf (Austria) at no extra cost. 9. from Passau Hbf via Linz Hbf to Wien Westbf The first Sprinter service was established between (Austria) Munich and Frankfurt in 1992. Frankfurt-Hamburg fol- lowed in 1993 and Cologne-Hamburg in 1994. This ser- 10. from Flensburg to Aarhus Central (Denmark) vice ran as a Metropolitan service between December 11. from Puttgarden to København H (Denmark) 1996 and December 2004. In 1998, a Berlin-Frankfurt service was introduced and a service between Cologne and Stuttgart ran between December 2005 and October (Also applies to the opposite directions) 2006. Since December 2006, Stuttgart Hbf and Zürich HB have Until December 2006, a morning Sprinter service ran be- been connected by a bi-hourly service. tween Frankfurt and Munich (with an intermediate stop Frankfurt (M) Hbf ICE Linie 11 Dortmund Hbf Regensburg Hbf at Mannheim), taking 3:25 hours for the journey. This ICE Linie 90 ICE Linie 91 has been since replaced by a normal ICE connection tak- ICE 562 / 661 DEUTSCHLAND ICE 766 / 767 Passau Hbf Linz Hbf Wien Westbf ing only 3:21 hours. Berlin Ostbf München Hbf St. Pölten Hbf Wels Hbf As of January 2010, the individual ICE Sprinter lines are: Eisenstadt Salzburg Hbf (Source: Deutsche Bahn AG[17]) ÖSTERREICH

Innsbruck Hbf Graz Landeck-Zams 3.6 Line segments abroad Klagenfurt

Lines to and in Austria

The ÖBB in Austria also uses two ICE T trainsets (clas- sified as ÖBB Class 4011 between Wien Westbahnhof, and Bregenz (without stops in Germany), although they do not use tilting technology. Since December 2007 ÖBB and DB offer a bi-hourly connection between Wien Westbf and Frankfurt Hbf. Since June 2007 ICE 3M trains have been running be- tween Frankfurt Hbf and Paris Est via Saarbrücken and Kaiserslautern. Together with the TGV-operated ser- vice between Paris Est, Stuttgart Hbf and München Hbf, this ICE line is part of the "LGV Est européenne", also ICE train at Amsterdam called “Paris-Ostfrankreich-Süddeutschland” (or POS) for short, a pan-European high-speed line between Some ICE trains also run on services abroad – sometimes France and Germany. diverting from their original lines. Since late 2007, ICE TD trains have linked Berlin Hbf with Copenhagen and Aarhus via Hamburg Hbf. 1. from Duisburg Hbf to Amsterdam Centraal (Netherlands) In addition, ICE Trains to London via the Channel Tun- nel are planned for 2015.[4] Unique safety and security 2. from Köln Hbf via Aachen Hbf and Liège- requirements for the tunnel (such as airport-style checks Guillemins to Bruxelles-Midi/Brussel-Zuid at stations) as well as hold-ups in the production of the (Belgium) Velaro-D trains to be used on the route[18] have delayed these plans. 3. from Saarbrücken Hbf to Paris Est (France)

4. from Basel SBB to Interlaken Ost (Switzerland) 3.7 Intra-Swiss ICE trains 5. from Basel SBB to Zürich HB (Switzerland) To avoid empty runs or excess waits, several services exist 6. from Stuttgart Hbf via Schaffhausen to Zürich HB that operate exclusively inside Switzerland: (Switzerland) • three services from Basel SBB to Interlaken Ost 7. from München Hbf via Kufstein to Innsbruck Hbf (Austria) • two services from Basel SBB to Zürich HB 10 5 ACCIDENTS

• three service from Interlaken Ost to Basel SBB front powerhead passed under the bridge, the rest of the 14-car train jackknifed into the collapsed bridge. • one service from Interlaken Ost to Bern

• two services from Zürich HB to Basel SBB 5.2 Other accidents • one service from Bern to Interlaken Ost

These trains, despite being officially notated as ICEs, are more comparable to a Swiss InterRegio or RegioExpress train, calling at small stations like Möhlin or Sissach. As common in Switzerland, these trains can be used without paying extra for a supplement.

4 Travel times

5 Accidents

There have been several accidents involving ICE trains. The Eschede disaster was the only accident with fatalities inside the train, but other accidents have resulted in major damage to the trainsets involved.

5.1 Eschede disaster

Main article: Eschede train disaster The ICE accident near Eschede that happened on 3 June

Damaged ICE T trainset 1192

On 27 September 2001, trainset 5509 fell off a work plat- form at the Hof maintenance facility and was written off. On 22 November 2001, powerhead 401 020 caught fire. The train was stopped at the station in Offenbach am Main near Frankfurt a.M. No passengers were harmed, but the fire caused the powerhead to be written off. Eschede site – Remains of ICE 884 “Wilhelm Conrad Röntgen” On 6 January 2004, ICE TD trainset 1106 caught fire while it was parked at Leipzig. Two cars were written 1998 was a severe railway accident. Trainset 51, trav- off, and the others are now used as spares. elling as ICE 884 "Wilhelm Conrad Röntgen" from Mu- nich to Hamburg, derailed at 200 km/h (125 mph), killing On 1 April 2004, trainset 321 collided with a tractor that 101 and injuring 88. It remains the world’s worst high- had fallen on to the track at a tunnel entrance near Istein, speed rail disaster. and was derailed. No-one was injured. Trainset 321 was temporarily taken apart, its cars being switched with cars The cause of the accident was a wheel rim which broke from other ICE 3 trainsets. and damaged the train six kilometres south of the acci- dent site. The wheel rim penetrated the carriage floor and Powerhead 401 553 suffered major damage in a collision lifted the check rail of a set of points close to Eschede with a car on the Riedbahn in April 2006. station. The broken-off check rail then forced the point On 28 April 2006, trainset 73 collided head-on with blades of the following set of points to change direction, two BLS Re 465 locomotives at Thun in Switzerland. and the rear cars of the trainset were diverted to a differ- The driver of the Swiss locomotives was unfamiliar with ent track. They hit the pillars of a street overpass, which the new layout of the station, which had been recently then collapsed onto the tracks. Only three cars and the changed. He did not see a shunting signal ordering him to 6.2 Netherlands 11 stop. The locomotives automatically engaged the emer- additional surcharge will be levied on the ground that the gency brakes when he passed the signal, but came to a ICE trains have a higher comfort level than IC/EC trains. stop on the same track as the approaching ICE. The ICE was travelling at a speed of 74 km/h. The emergency brake slowed the train to 56 km/h at the point of colli- 6.2 Netherlands sion. 30 passengers and the driver of the ICE suffered minor injuries, the driver of the Swiss locomotives hav- In the Netherlands, a comparably low € 2 surcharge ing jumped to safety. Both trains suffered major damage. has to be paid for each trip on the “ICE International”. The powerhead 401 573 had to be rebuilt using compo- Monthly and annual passes include this surcharge. When nents from three damaged powerheads (401 573, 401 020 travelling on a student travel card the surcharge doesn't and 401 551). have to be paid. On 1 March 2008, trainset 1192, travelling as ICE 23, collided with a tree which had fallen on to the track near 6.3 Austria Brühl after being blown down by Cyclone Emma. The driver suffered severe injuries. The trainset is back in ser- On the intra-Austrian lines (Vienna-Innsbruck-Bregenz, vice, its driving-car having been replaced with that from Vienna-Salzburg(-Munich), Vienna-Passau(-Hamburg) trainset 1106. and Innsbruck-Kufstein(-Berlin)) no additional fees are On 26 April 2008, trainset 11, travelling as ICE 885, charged. collided with a herd of sheep on the Hanover-Würzburg high-speed rail line near Fulda. Both powerheads and ten of the 12 cars derailed. The train came to a stop 1300 6.4 Switzerland metres into the Landrückentunnel. 19 of the 130 passen- gers suffered mostly minor injuries, four of them needing Likewise, the trains running to and from Zurich, hospital treatment.[19] Interlaken and Chur, as well as those on the intra-Swiss ICE trains (see above) can be used without any surcharge. A cracked axle was blamed for a low-speed derailment of a third-generation ICE in Cologne in July 2008. The In Switzerland and Austria, a ride on the ICE takes nearly accident, in which no-one was hurt, caused DB to recall as long as on a domestic train. This is because of the its newest ICEs as a safety measure.[20] In October 2008, comparably short length of travel and the low speeds in the company recalled its ICE-T trains after a further crack these countries (often no more than 160 km/h, sometimes was found.[21] 200 km/h) when compared to Germany. On 17 April 2010, ICE 105 Amsterdam - Basel lost a door while travelling at high speed near . The 6.5 Denmark door slammed into the side of ICE 612 on the adjacent track. Six people travelling on ICE 612 were injured.[22] The ICE trains Hamburg – Copenhagen cost the same On 17 August 2010, the ICE from Frankfurt to Paris hit as the EuroCity trains, there being no other trains. The a truck that had slid from an embankment on to the rail ICE trains Hamburg – Aarhus have a surcharge of €9 as near Lambrecht. The first two carriages derailed and ten against other trains (for which two changes are needed). people were injured, one seriously.[23] Inside Denmark the ICE trains have the same fare as re- On 11 January 2011, trainset 4654 partly derailed during gional trains. a side-on collision with a freight train near Zevenaar in the Netherlands.[24] There were no injuries. 7 Scale models

6 Fare structure Various The ICE train scale models in several scales have been produced by Märklin, Fleischmann[25], Roco[26], Trix, Mehano, PIKO.[27] and Lima[28]. 6.1 Germany

ICE trains are the highest category (Class A) trains in the fare system of the Deutsche Bahn. Their fares are not cal- 8 Possible future services culated on a fixed per-kilometre table as with other trains, but instead have fixed prices for station-to-station connec- 8.1 London tions, depending on a multitude of factors including the railway line category and the general demand on the line. In January 2010, the European railway network was Even on lines where the ICE is not faster than an ordinary opened to a liberalisation intended to allow greater IC or EC train (for example Hamburg to Dortmund), an competition.[29] Both Air France-KLM and Deutsche 12 13 REFERENCES

Bahn have indicated their desire to take advantage of 9 Ridership the new laws to run new services via the Channel Tun- nel and the High Speed 1 route that terminates at London From its inception in July 1991 to 2006, ICE has trans- [30][31][32] St Pancras. ported some 550 million passengers, including 67 mil- Just prior, in December 2009, Deutsche Bahn received lion in 2005.[44] In 2009 ICE trains transported more than permission to run Intercity-Express (ICE 3M) trains 77.2 million people. through the Channel Tunnel after a safety requirement to have splittable passenger trains was lifted. Deutsche Bahn had previously expressed a desire to run through 10 Legacy trains between London and Germany.[33][34][35] On 5 October 2006, the Deutsche Post AG released a series of stamps, among them a stamp picturing an ICE 3, at 55+25 euro cents. In 2006, Lego modelled one of its train sets after the ICE.[45] A Railworks add on is available for Train Simula- tor 2012 accurately reflecting the original 1991 version of the ICE on German tracks ( to Hagen).[46] There is also an addon utilising the Munich - Augsburg line using ICE 3 trainsets.[47]

11 See also ICE at St Pancras with commemorative decals • List of Intercity-Express lines On 28 July 2010, Deutsche Bahn announced plans to run • List of Intercity-Express railway stations an ICE 3 train through the Channel Tunnel during autumn [36] 2010, in preparation for possible future operations. • Train categories in Europe This took place on 19 October 2010.[37] • Passenger-carrying ICE trains will have to meet safety High-speed rail in Germany requirements in order to transit the Channel Tun- nel. Although the requirement for splittable trains was lifted, concerns remain over the shorter length of 12 Notes ICE trainsets,[note 1][37] fire safety,[note 2][36] and the ICE’s distributed power arrangements. There have been sug- [1] ICE is too short to ensure sufficient proximity to tunnel gestions that French interests have advocated stringent emergency exits, but DB claims that a Tunnel safety exer- enforcement to delay a competitor on the route.[38] Eu- cise on 18 October 2010 had been “highly successful”. rostar also recently chose Siemens Velaro-based rolling stock; there were concerns that Alstom (builders of the [2] The current Velaro ICE3MF sets would not meet the spe- passenger trains that already use the Tunnel) and the cialized fire safety requirements for the carriage of passen- gers through the Channel Tunnel, but the future Siemens French Government would take the matter to court.[37] Velaro ICE-3D sets (due to enter service in later 2010) In October 2010, the French transport minister sug- include the necessary additional fire-proofing. gested that the European Railway Agency (based in France) should arbitrate.[39] After safety rule changes which might permit the use of Siemens Velaro rolling stock, the French government dismissed their delegate to 13 References the Channel Tunnel Safety Authority, and brought in a replacement.[40][41] [1] “15 Jahre Hochgeschwindigkeitsverkehr” (in German). Deutsche Bahn. Archived from the original on 7 January In March 2011, a European Rail Agency report autho- 2007. Retrieved 12 February 2007. rized trains with distributed traction for use in the Chan- nel Tunnel. This means that the ICE class 407 trains [2] “Mit dem ICE International nach Belgien” (in German). which DB intends to use for its London services will be Deutsche Bahn. Archived from the original on 4 February able to run through the tunnel.[42] 2007. Retrieved 12 February 2007.

In December 2011, it was announced that the London [3] “Mit der Bahn in die Niederlande” (in German). Deutsche service would not start before 2015 due to delays in pro- Bahn. Archived from the original on 10 February 2007. duction of the new ICE 3 (class 407) trains.[43] Retrieved 12 February 2007. 13

[4] Planned highspeed service from London to Amsterdam [22] “ICE verliert Tür bei voller Fahrt”. Der Spiegel. 17 April and Frankfurt. Deutsche Bahn. 2010. Retrieved 31 July 2013.

[5] “Premiernfahrt nach Paris” (in German). Deutsche Bahn. [23] “Lambrecht – Charedi Man Amongst Rescued in Ger- Archived from the original on 10 July 2007. Retrieved 6 many’s High Speed Train Crash”. Vos Iz Neias?. New December 2007. York. 17 August 2010. Retrieved 18 August 2010.

[6] Die Bahn am Ball (in German). Deutsche Bahn. 2006. p. [24] “2 trains collide in the Netherlands”. Chicago Sun-Times. 96. Associated Press. 11 January 2011. Retrieved 14 Novem- ber 2012. [7] “International breakthrough for Siemens high-speed train technology” (Press release). Siemens. 3 April 2001. [25] (German) Fleischmann.de, Fleischmann H0 range Archived from the original on 16 October 2006. Re- [26] (German) Roco.cc, Roco ICE 1 trieved 12 February 2007. [27] Piko.de, Piko ICE 3 [8] Новый международный успех высокоскоростных по- ездов "Сименс" (Press release) (in Russian). Siemens. [28] HornbyInternational.com, Lima ICE T 19 March 2006. Archived from the original on 27 [29] “EU agrees to liberalise rail by 2010”. Euractiv. Retrieved September 2007. Retrieved 12 February 2007. 11 May 2009. [9] Peter Jehle, René Naumann, Rainer Schach (2006). Tran- [30] “Airlines plot Eurostar rival services”. thisismoney.co.uk. srapid und Rad-Schiene-Hochgeschwindigkeitsbahn: Ein 10 September 2008. Retrieved 11 September 2008. gesamtheitlicher Systemvergleich (in German). Springer. p. 20. ISBN 3-540-28334-X. [31] Savage, Michael (11 September 2008). “Air France to launch 'quicker' train to Paris as Eurostar monopoly ends”. [10] “Die neuen Wohlfahrtsmarken” (in German). Caritasver- The Independent (London). Retrieved 11 May 2009. band Stuttgart e. V. Archived from the original on 4 February 2007. Retrieved 12 February 2007. [32] "£5.2 billion state aid plan to make Eurostar profitable” (PDF). Railway Herald (Scunthorpe). 1 June 2009. p. 3. [11] Loppow, Bernd (31 May 1991). “Im Zug der Zeit” [In Retrieved 28 January 2012. the train of the times]. Die Zeit (in German). Retrieved 6 April 2013. [33] Murray, Dick (19 December 2007). “German rival for Eurostar”. London Evening Standard. Retrieved 7 Febru- [12] “Dritte Generation ICE-Triebzüge für DB ary 2010. Reise&Touristik”. Elektrische Bahnen, Elektrotech- nik im Verkehrswesen (in German) (11). 2000. ISSN [34] “Deutsche Bahn gets access to Channel Tunnel”. Deutsche 0013-5437. Welle. 16 December 2009. Retrieved 22 December 2009.

[13] “Siemens preferred bidder for ICx inter-city train deal”. [35] “Deutsche Bahn gets green light for Eurotunnel use”. Asia Railway Gazette International. 25 January 2010. One (Singapore). AFP. 16 December 2009. Retrieved 22 December 2009. [14] Ralf Roman Rossberg (25 September 2008). “DB keeps [36] “Deutsche Bahn to run ICE3 to Britain this year”. Railway ICX options open”. Railway Gazette International. Gazette International (London). 29 July 2010. [15] Wolfgang Maaßen. “Frei von Rechten Dritter...” (in Ger- [37] “Chunnel trains safety dispute 'is moving to courts’". Rail- man). Bund Freischaffender Foto-Designer e. V. Re- News. Stevenage. 20 October 2010. Retrieved 20 Octo- trieved 13 February 2007. ber 2010.

[16] “Neues ICE-Instandhaltungswerk in Leipzig in Betrieb” [38] Wright, Robert (20 October 2010). “Alstom heads for (in German). mdr. Retrieved 10 December 2009. court over Eurostar trains”. Financial Times (London). Retrieved 20 October 2010. [17] “ICE Sprinter, long-distance services”. Deutsche Bahn AG. Archived from the original on 10 February 2007. Re- [39] “Bussereau wants Channel Tunnel dispute to go to arbi- trieved 13 February 2007. tration”. International Railway Journal (London). 30 Oc- tober 2010. Retrieved 30 October 2010. [18] Webb, Alex (8 December 2011). “Deutsche Bahn London Route Delayed to 2015 as Trains Held Up”. Bloomberg [40] “Eurostar train procurement row heads for court”. Inter- (New York). national Railway Journal. 30 October 2010. Retrieved 30 October 2010. [19] Wecowi.org, ICE-Unfall bei Fulda (map) [41] “French Tunnel Adviser Loses Job After Dispute Over [20] Schmid, Barbara; Dohmen, Frank (11 July 2008). German Trains, FT Says”. Bloomberg (New York). 21 “Prosecutors Open Investigation into Derailed Train”. October 2010. Retrieved 30 October 2010. Der Spiegel (Hamburg). [42] Deutsche Bahn: Planned ICE highspeed service from [21] "Deutsche Bahn to Recall Part of High-Speed Train London to Amsterdam and Frankfurt: updates. Retrieved Fleet". Deutsche Welle. 24 October 2008. 17 April 2011 14 14 EXTERNAL LINKS

[43] “Deutsche Bahn London Route Delayed to 2015 as Trains Held Up”. Bloomberg (New York). 8 December 2011.

[44] http://www.deutschebahn.com/site/ hochgeschwindigkeit/de/ice/auslastung/auslastung.html

[45] “LEGO Store – Passenger Train”. LEGO. Retrieved 12 February 2007.

[46] “RailWorks 3 Intercity-Express Add-On”. Railwords. Retrieved 7 June 2012.

[47] http://store.steampowered.com/app/208288/?snr=1_7_ 15__13

14 External links

• Railfaneurope.net, The ICE Pages – Unofficial web- site • Railfaneurope.net – Pictures of ICE trains

• (German) DB.de, hochgeschwindigkeit – DB corpo- rate web site celebrating 15 years of ICE traffic

• (German) Fernbahn.de – Coach alignment of all DB long-distance trains

• Bahn.de, Long-distance network maps – Network maps of both IC and ICE networks 15

15 Text and image sources, contributors, and licenses

15.1 Text

• Intercity-Express Source: http://en.wikipedia.org/wiki/Intercity-Express?oldid=654924748 Contributors: AxelBoldt, AdamW, Edward, Patrick, Michael Hardy, Modster, Delirium, Mkweise, Snoyes, CatherineMunro, GRAHAMUK, Timwi, Kaare, LMB, Gutsul, Joy, Mackensen, MagicTom, Francs2000, Robbot, Schutz, Jmabel, Naddy, Ianb, ZekeMacNeil, Gidonb, David Edgar, Adam Sampson, Mintleaf~enwiki, Fudoreaper, Netoholic, Folks at 137, Marcika, Ausir, RScheiber, Gracefool, Melkom, Darrien, Telso, Plasma east, Eddpayne, Ukexpat, Richie, Sladen, FloSch, Hydrox, Warpflyght, Chowells, Michael Zimmermann, Hhielscher, Bender235, Pboy2k5, Tompw, JustPhil, Bletch, Kwamikagami, Markussep, Cmdrjameson, L.Willms, Slambo, SlaveToTheWage, Patrick Bernier, Atlant, Geo Swan, Swarve, Garethhamilton, Stephan Leeds, Kusma, BDD, Daranz, Bobrayner, Woohookitty, Ae-a, DavidArthur, Borb, Ekem, Ar- mando, Tabletop, Thruston, Doco, Sousclef, Phlebas, RedBLACKandBURN, Buxtehude, Ketiltrout, Rjwilmsi, Lars T., Aveekbh, FloK, Stefan (dewp), Wikiliki, Riki, TeaDrinker, D.brodale, Russavia, Chobot, Fourdee, YurikBot, Arado, Peter S., Grubber, Qualle, Enotayokel, Danyoung, Daniel Mietchen, Tony1, Ospalh, Nicolaiplum, Lcmortensen, MEA707, UW, Pil56, Nikkimaria, Willkm, Andrew73, Attilios, GrafZahl, SmackBot, Jokl, Matmota, Pavlovič, Stifle, Cvdr, Chris the speller, Elagatis, Jrenier, BIL, Aldaron, ArtVandelay13, Ghirad- dje, Mr Minchin, Dreadstar, Henning Makholm, Mu2, Ohconfucius, SashatoBot, Autoterm, John, Soylentyellow, Syrcatbot, Cacetudo, Slasher-fun, Waggers, Gamahler, Dockingman, JoeBot, Chep87, Aleksengland, Jh12, CmdrObot, Brightster~enwiki, Maxim75, Cydebot, Grahamec, Narayanese, Labanex, Thijs!bot, WilliamH, MichaelXXLF~enwiki, Sunshinemind, Eleuther, Qasdfdsaq, Mjirlam, Arsenikk, JAnDbot, Blood Red Sandman, Aeh4543, .anacondabot, Magioladitis, Adhominem, Avicennasis, Spellmaster, Nankai, Jjaazz, Bewareircd, Keith D, TheEgyptian, CommonsDelinker, Jrsnbarn, Bot-Schafter, LordAnubisBOT, Aeonimitz~enwiki, Bigbug21, Useight, Signalhead, Hugo999, Ecomuseum~enwiki, Deor, VolkovBot, AlnoktaBOT, Classical geographer, Philip Trueman, TXiKiBoT, Tieftrunk, Rei-bot, Ser- gioGeorgini, BrownBot, Siegele Roland, SieBot, Servant Saber~enwiki, Erguvan7~enwiki, PsY.cHo, VVVBot, Da Joe, Morten Haagensen, Coolalvin, Lightmouse, AMackenzie, Martin H., Ainlina, Sfan00 IMG, Marcinjeske, ArneLH, Ndenison, Mild Bill Hiccup, Addams71, Jersey emt, Alexbot, East London Line, DerBorg, XLinkBot, DaSch, Eric Mo, Sophiaksophia, Likelife, Addbot, CanadianLinuxUser, Sebastian scha., Download, Jklöus, LinkFA-Bot, Numbo3-bot, Jklö2, Bermicourt, Luckas-bot, AadaamS, Yobot, Ptbotgourou, Nallimbot, Axpde, AnomieBOT, Lustiger seth, 1exec1, Ulric1313, Calvinps, ArthurBot, Xqbot, DataWraith, F-scn, MadGeographer, Cyfraw, Mr- Felicity, Photnart, Nepomuk 3, Alarics, Tartarsauceyy, 008bond008, Dneubert, RedBot, MastiBot, Orenburg1, Banjo Lilywhite, Lotje, Dinamik-bot, Shortfatlad, Cysafan, Brokem3, Bahnfrend, RjwilmsiBot, TjBot, Maxiiie, EmausBot, Tommasel, Thecheesykid, Sf5xeplus, AvicAWB, H3llBot, ZH2010, Choabhishek, FIK, Anita5192, Rameshpathak75, Tim PF, Snotbot, Frietjes, Fluclo, Helpful Pixie Bot, BG19bot, Trip Tucker, AvocatoBot, MartinZwirlein, Tea and a lump o' cake, Lisapalomeque, Dexbot, LL90TO, Ворот93, DavidPKendal, DilatoryRevolution, , Captain Cornwall, Monkbot, Filedelinkerbot, NerfersUnited and Anonymous: 241

15.2 Images

• File:16199_dbtower_duhanic.jpg Source: http://upload.wikimedia.org/wikipedia/commons/9/94/16199_dbtower_duhanic.jpg License: CC BY-SA 3.0 Contributors: Own work Original artist: Mario Duhanic • File:4011592_Unfall.jpg Source: http://upload.wikimedia.org/wikipedia/commons/f/f9/4011592_Unfall.jpg License: CC BY-SA 3.0 Contributors: Own work Original artist: Sebastian Terfloth User:Sese_Ingolstadt • File:410001MKF_Zug_1152.jpg Source: http://upload.wikimedia.org/wikipedia/commons/7/73/410001MKF_Zug_1152.jpg License: CC-BY-SA-3.0 Contributors: Marc Voß Original artist: Marc Voß • File:BahnRatekau.jpg Source: http://upload.wikimedia.org/wikipedia/commons/6/67/BahnRatekau.jpg License: CC BY-SA 3.0 de Con- tributors: Karawane_71 Original artist: Karawane_71 • File:Commons-logo.svg Source: http://upload.wikimedia.org/wikipedia/en/4/4a/Commons-logo.svg License: ? Contributors: ? Original artist: ? • File:Flag_of_Russia.svg Source: http://upload.wikimedia.org/wikipedia/en/f/f3/Flag_of_Russia.svg License: PD Contributors: ? Origi- nal artist: ? • File:Flag_of_Spain.svg Source: http://upload.wikimedia.org/wikipedia/en/9/9a/Flag_of_Spain.svg License: PD Contributors: ? Original artist: ? • File:Flag_of_the_People’{}s_Republic_of_China.svg Source: http://upload.wikimedia.org/wikipedia/commons/f/fa/Flag_of_the_ People%27s_Republic_of_China.svg License: Public domain Contributors: Own work, http://www.protocol.gov.hk/flags/eng/n_flag/ design.html Original artist: Drawn by User:SKopp, redrawn by User:Denelson83 and User:Zscout370 • File:Folder_Hexagonal_Icon.svg Source: http://upload.wikimedia.org/wikipedia/en/4/48/Folder_Hexagonal_Icon.svg License: Cc-by- sa-3.0 Contributors: ? Original artist: ? • File:Fst_ICE_3MF.jpg Source: http://upload.wikimedia.org/wikipedia/commons/7/75/Fst_ICE_3MF.jpg License: CC BY 2.5 Contrib- utors: Own work Original artist: Sebastian Terfloth User:Sese_Ingolstadt • File:Geisberg_Nord.jpg Source: http://upload.wikimedia.org/wikipedia/commons/9/98/Geisberg_Nord.jpg License: CC BY-SA 2.5 Contributors: Own work Original artist: S. Terfloth User:Sese_Ingolstadt • File:Heidelberg_Hbf_-_ICE_2.JPG Source: http://upload.wikimedia.org/wikipedia/commons/a/a1/Heidelberg_Hbf_-_ICE_2.JPG Li- cense: CC BY-SA 3.0 Contributors: Own work Original artist: Radoslaw Droschdschewski (Zwiadowca21) • File:ICE-Logo.svg Source: http://upload.wikimedia.org/wikipedia/commons/b/bc/ICE-Logo.svg License: CC BY-SA 3.0 de Contribu- tors: Own work Original artist: CellaDoor85 • File:ICE-TVienna.JPG Source: http://upload.wikimedia.org/wikipedia/commons/4/49/ICE-TVienna.JPG License: CC BY-SA 3.0 Con- tributors: Own work Original artist: Maxiiie • File:ICE-T_Tuttlingen.jpg Source: http://upload.wikimedia.org/wikipedia/commons/d/de/ICE-T_Tuttlingen.jpg License: Public do- main Contributors: Own work via de.wikipedia Original artist: Donautalbahner at German Wikipedia 16 15 TEXT AND IMAGE SOURCES, CONTRIBUTORS, AND LICENSES

• File:ICE1_Schellenberg.jpg Source: http://upload.wikimedia.org/wikipedia/commons/2/24/ICE1_Schellenberg.jpg License: CC BY- SA 2.0 de Contributors: Own work Original artist: S. Terfloth • File:ICE2_Erste_Klasse.jpg Source: http://upload.wikimedia.org/wikipedia/commons/c/c2/ICE2_Erste_Klasse.jpg License: CC-BY- SA-3.0 Contributors: Transferred from de.wikipedia to Commons. Original artist: The original uploader was RKraasch at German Wikipedia • File:ICE2_Hilpodrom.jpg Source: http://upload.wikimedia.org/wikipedia/commons/e/e9/ICE2_Hilpodrom.jpg License: CC BY-SA 2.5 Contributors: Own work Original artist: Sebastian Terfloth User:Sese_Ingolstadt • File:ICE3-Einfahrt-Dortmund.jpg Source: http://upload.wikimedia.org/wikipedia/commons/6/64/ICE3-Einfahrt-Dortmund.jpg Li- cense: CC-BY-SA-3.0 Contributors: ? Original artist: ? • File:ICE3_Euerwangtunnel.jpg Source: http://upload.wikimedia.org/wikipedia/commons/4/4c/ICE3_Euerwangtunnel.jpg License: CC BY-SA 2.5 Contributors: Own work Original artist: Sebastian Terfloth User:Sese_Ingolstadt • File:ICE_Frankfurt_Flughafen.jpg Source: http://upload.wikimedia.org/wikipedia/commons/5/55/ICE_Frankfurt_Flughafen.jpg Li- cense: CC-BY-SA-3.0 Contributors: ? Original artist: ? • File:ICE_Network.png Source: http://upload.wikimedia.org/wikipedia/commons/7/7b/ICE_Network.png License: Public domain Con- tributors: ? Original artist: ? • File:ICE_Network_Austria.svg Source: http://upload.wikimedia.org/wikipedia/commons/e/e0/ICE_Network_Austria.svg License: Public domain Contributors: Map of Griessner Andreas Original artist: Siegele Roland • File:ICE_TrainTrack.JPG Source: http://upload.wikimedia.org/wikipedia/commons/8/8d/ICE_TrainTrack.JPG License: CC0 Contrib- utors: Own work Original artist: Photnart • File:ICE_at_St_Pancras.JPG Source: http://upload.wikimedia.org/wikipedia/commons/2/26/ICE_at_St_Pancras.JPG License: GFDL Contributors: Transferred from en.wikipedia; transfer was stated to be made by User:TFCforever. Original artist: Folks at 137 at en.wikipedia • File:ICE_train_at_Amsterdam_Centraal_station.jpg Source: http://upload.wikimedia.org/wikipedia/commons/3/3a/ICE_train_at_ Amsterdam_Centraal_station.jpg License: CC BY-SA 3.0 Contributors: Own work Original artist: Maxim75 • File:ICEtracks.png Source: http://upload.wikimedia.org/wikipedia/commons/e/eb/ICEtracks.png License: CC BY-SA 3.0 Contributors: Own work Original artist: Classical geographer • File:Ice_eschede_1.jpg Source: http://upload.wikimedia.org/wikipedia/commons/7/7a/Ice_eschede_1.jpg License: Public domain Con- tributors: Own work Original artist: Nils Fretwurst • File:Interior_of_2nd_class_carriage_of_ICE_3_train.jpg Source: http://upload.wikimedia.org/wikipedia/commons/b/bb/Interior_ of_2nd_class_carriage_of_ICE_3_train.jpg License: CC BY-SA 3.0 Contributors: Own work Original artist: Maxim75 • File:Logo_Deutsche_Bahn.svg Source: http://upload.wikimedia.org/wikipedia/commons/0/06/Logo_Deutsche_Bahn.svg License: Pub- lic domain Contributors: This file was derived from: DB-Konzern Logo.svg Original artist: Deutsche Bahn • File:SiemensVelaroD-InnoTrans2010.jpg Source: http://upload.wikimedia.org/wikipedia/commons/5/5b/ SiemensVelaroD-InnoTrans2010.jpg License: Public domain Contributors: Own work Original artist: Spookster67

15.3 Content license

• Creative Commons Attribution-Share Alike 3.0 Limburg Süd station

Limburg Süd (German for Limburg south) is a station The 180 square m area on the second floor has been in the town of Limburg an der , in the German state largely empty since the opening of the station. However, of . It is located in the Eschhöfer Feld (“Eschhofen it is now planned to establish a control room of DB En- field”)[4] in the district of Eschhofen at the 110.5 kilome- ergie there.[5] tre point of the Cologne-Frankfurt high-speed railway. Limburg Süd is the only station in Germany that is served only by Intercity-Express (ICE) services. 1.1 Railway tracks

The station has four tracks. The two middle tracks serve 1 Infrastructure as through tracks and are built as slab tracks. ICE trains can pass through the station without decelerating at up to 300 km/h, while stopping trains running to the two outer platforms can pass over the turnouts at 100 km/h. Plat- form 4 (serving trains to Cologne) is reached over a bridge spanning the track, which has a staircase and a lift at each end. The 405 m long[6] and 3.4 m wide platforms have canopies over a length of 300 m. An 11 m high[7] and 36 m wide roof spans all four tracks.[8] North of the platform a crossover allows a track change from the western to the eastern track. Two km towards Frankfurt (113.0 km point), at the crossover, it is possible to change tracks from the east to the west track. The crossovers are passable at 100 km/h An ICE 3 running through Limburg Süd without stopping while changing tracks.[9] A sub-centre of the electronic system and an electric sub-station (which is also linked to the public network[10]) have also been es- tablished in the area of the station.

2 Operations

The majority of trains run past Limburg Süd station with- out stopping. Trains run towards Frankfurt and Cologne every two hours and there are several additional ser- vices. All trains stopping in Limburg Süd also stop in Montabaur and some stop in /Bonn. Limburg Süd station is unique in that it is the only station in the country to only be served by high-speed services: - View from the cab of an ICE in Limburg Süd running to Cologne this is a distinction it shares with Ebbsfleet International, the only station in the United Kingdom that is only served The entrance building, which has 300 square metres of by high-speed services. usable space, is located on platform 1 (used by trains to Frankfurt) and houses the Deutsche Bahn travel centre, waiting benches and vending machines for beverages and 2.1 confectioneries. There are no public toilets in the station itself, but there are some in the adjacent parking garage. Limburg (Lahn) station in central Limburg city can be Alternatively, there is a coin-operated toilet cubicle in the reached by bus and possibly by taxi called to the taxi forecourt. rank. After the opening of the ICE station there were

1 2 3 HISTORY

Views of the Cologne-Frankfurt high-speed rail line, running to- Location of Limburg Süd and transport links from Limburg a. d. wards Cologne, from Limburg Süd station Lahn dominantly regional importance”, which justified “only a shuttle buses running on a timetable coordinated with the limited number of train stops”.[14] arrivals and departures of ICE services between two sta- After the completion of the route selection process, Fed- tions, but this was later rationalised to save costs. Outside eral Cabinet decided on 20 December 1989 that the line the station, there is also a taxi rank. would be built on the route of the high-speed line along 9.1 percent of commuters departing from the station in the A3, as built. It also agreed to the building of a sta- 2004 reached it by the shuttle bus.[11] tion at Limburg.[15] An option running through the Rhine Although the station is in the district of Eschhofen, there Valley was now finally off the table. In the same way that is no direct road link to Eschhofen. the state of Rhineland-Palatinate demanded a station at Montabaur, the state of Hesse demanded a station on its territory. In an agreement of March 1990 the premiers 2.2 Parking of the two states as well as the federal transport minister noted that there was consensus that “a stop was required [16] Near the station building there is a parking area with 325 in the Limburg area”. spaces. There is a separate parking area for long-term parking. A parking garage with 573 car and 24 parking spaces for commuters is also nearby. The park- 3.1 Discussion of options ing garage opened in September 2011, after 19 months of construction, with six levels, a filling station and toi- As part of the coordination between the federal govern- lets. At the opening of the station there were approxi- ment and the two states three options were tested in Lim- mately 300 parking spaces.[12] The town of Limburg and burg: Deutsche Bahn have been negotiating to establish addi- tional parking for long-distance travellers.[13] • The establishment of a station in Limburg, along with a station in Montabaur. The additional station in Montabaur would compensate for the lack of a 3 History connection to the Lahn Valley Railway, which would not be possible in this option and was mainly re- quired by the state of Hesse and corporations in the The planning of a Cologne–Gross-Gerau high-speed rail- Limburg/Gießen area. Instead, the area of Koblenz way in the 1970s envisaged a station between Limburg would access Montabaur station by car (Dernbach and Diez on its right bank (east of the Rhine) route interchange and Montabaur exit). Montabaur sta- option. The station would have been located south of tion also offered the possibility of a connection to the Lahn and west of the existing station and above the the Lower Railway to . The Lahn Valley Railway. Trains on the existing line from cost of this option in 1991 was estimated to be 30 would have connected to services to Cologne and million Deutschmark (DM).[15] trains from Niederlahnstein would have connected to ser- vices towards Frankfurt. The four-track infrastructure • The establishment of a station in Limburg- would have had, in addition to the two central through Eschhofen was also discussed. Passengers would tracks, two external platform tracks connected by scissors have to overcome a height difference of about 40 crossovers (with four sets of points) at each end of the sta- m between the Lahn Valley Railway and the new tion. The proposed station was assessed as having “pre- line to change trains. The town of Limburg saw this 3.2 Planning 3

option as the best ways to link to the town’s road network as well as to promote urban development. The costs were estimated at DM 90 million (1991 prices).[15]

• The establishment of a station between Diez and Limburg, west of the above two options, which pass on the east city of Limburg, was also examined. A link between the Lahn Valley Railway and the new line would have been short. The then Deutsche Bun- desbahn saw disadvantages in the necessary con- struction of a 1.5 km long viaduct over the Lahn and greater landscape fragmentation as a result of separation from the route of 3 (A3). The Limburg Süd station at night cost of this option was estimated at about DM 65 million.[15] This option was discarded not least due [20] to the resulting fragmentation of the Diersteiner Aue in Limburg was established. The Eschhofen variation, (Dierstein floodplain) and the need to cross large de- which provided for an eastern curve around the city, was [17] posits of limestone would have made it difficult to introduced into the planning approval process. The prevent the contamination of potable water.[17] station was part of zoning section 31.3, which stretched from the Limburg tunnel to the town limits.[21] At the end of 1994, the facility was designed with five tracks.[20] The The board of Deutsche Bundesbahn selected the first op- planning approval was issued on 25 June 1997. It was [15][18] tion for the high-speed line on 8 March 1991. The based on a design by the Berlin architects Weinkamm.[21] selection of the current location meant a comparatively small expenditure at the cost of a missing link to the As planned in 1995, Limburg Süd and Montabaur would transport network and a secluded position; it also necessi- be among five stations on the new Cologne–Rhine/Main [22] tated the construction of the 2.4 km long Limburg tunnel line. through a water protection zone. The station would be Deutsche Bahn, the town of Limburg and the State of built at a green-field location about 2.5 km southeast of Hesse ran a competition for the design of the station the city centre and close to the A 3. The traffic forecast and its environment in 1997.[7] In early 1997, the jury assumed that 90 percent of rail passengers would use cars chose from 35 proposals received[7] a “flying carpet” de- to reach or leave the station, connecting with ICEs.[15] sign from the Düsseldorf architecture office of Schuster. Prior to a decision of the Rhine route in the Federal The name “flying carpet” referred to a 16 m wide bridge Cabinet, the then premier of Rhineland-Palatinate, Carl- that would be built over the tracks, appearing from the Ludwig Wagner 1989 called for a so-called option S in an distance to float. The jury praised the design as creative [23] interview in July. This envisaged a right bank route tak- and economically convincing. The design was modi- ing a sharp curve from Dernbach through a tunnel and fied in some respects before the start of construction. a bridge over the Rhine to Koblenz before taking an- On 13 July 1998, Limburg council agreed to fund DM other a sharp curve back over another Rhine crossing to 1.5 million of the planned construction costs of DM 36 a purely right bank route to Frankfurt. The estimated ad- million (€18 million). This was linked to two condi- ditional costs of this option were DM 1.3 to 2.8 billion tions: the future of the station must be guaranteed in the (about €0.7 to 1.4 billion). The Federal Transport Minis- long term and Limburg would become part of the Rhein- ter, Friedrich Zimmermann spoke of a “provincial farce” Main-Verkehrsverbund (Rhine-Main Transport Associa- and suggested, as a compromise, the establishment of a tion, RMV).[24] The actual design of the station and its high-speed station in Limburg to provide a connection associated costs had still not been finalised, but it was ex- with Koblenz. In addition to the establishment of the sta- pected to cost DM 36 million.[25] tion, the compromise proposal provided for a package of The construction and financing agreement for Limburg other railway infrastructure in Rhineland-Palatinate. The Süd station was signed in mid-2000 by representatives of then Deutsche Bundesbahn initially accepted the route Deutsche Bahn, the state of Hesse and the city of Lim- via Limburg and Vilich in order to prevent further delays burg. It was planned that one train per hour in each direc- to the project.[19] tion would stop at the station; at other times trains would stop every two-hours. In addition, it was intended to al- [26] 3.2 Planning low the tickets of the RMV to be used on the trains. On 31 January 2001, representatives of Deutsche Bahn The regional planning approval process of the re- and the mayor of the town of Limburg, Martin Richard, gion was commenced for the section in January 1991 and signed a contract for the development of the area sur- completed in July 1994. Thus the position of the station rounding the station. It regulated the exchange of land 4 5 NOTES

and changes to land use planning in this area.[27] passengers at the station according to surveys was 2,758 The more elaborate scheme that was initially planned at travellers recorded on a day in 2008. In 2009, 2,694 pas- a cost of DM 42 million was reduced to half that cost.[28] sengers were counted in surveys. Counts of working days As estimated in 2000[26] and 2001, the scheme should in April 2012 showed an average of 2,625 arriving and have cost DM 28.5 million (€14.6 million), with DM departing. The majority of the passengers were travel- ing to Frankfurt am Main (in both directions there were 12.5 million to be funded by the federal government, DM [2] 8.5 million by the state, 6.0 million DM by Deutsche about 1,000 each day). Bahn and DM 1.5 million by the town of Limburg.[7] In A 2010 study by the University of Hamburg and the 2002, construction costs were given as €14.6 million.[12] London School of Economics and Political Science de- termined that in the period from 2002 to 2006, that there had been additional economic growth of 2.7 percent in 3.3 Construction and commissioning the catchment area of the new stations of Limburg and Montabaur. This growth is clearly a result of improved In mid-1999, the first pre-construction activities were market access due to the stations.[33] carried out at the station site. The start of construction was expected in the same year.[29] In the course of preliminary archaeological explorations 4 Criticism more than fifty archaeological monuments were discov- ered in the area of the future station. The discoveries, The stations of Limburg Süd and Montabaur, which are which were up to 7,000 years old, showed that signifi- approximately 20 km apart, have been criticised in the cant trade had been carried out for centuries in the area past as being the result of political blackmail.[28] After [30] of today’s station. Limburg Süd station had already been agreed in the late The construction of the station began with a ground- 1980s, Rhineland-Palatinate had demanded a station in breaking ceremony on 24 September 2001.[7] The sta- Montabaur before it would allow a smooth approval pro- tion building was completed on 12 July 2002. 9000 sq cess for the new line.[34] m of earth was excavated for the station building and 2,000 cubic metres of concrete or reinforced concrete were poured.[7] 5 Notes On 1 August 2002, the station was opened for operations along with the new line.[12] More than 2,000 people, in- [1] “Stationspreisliste 2015” [Station price list 2015] (PDF) cluding the premier of Hesse, Roland Koch, watched the (in German). DB Station&Service. 15 December 2014. arrival of the first ICE 3, which arrived six minutes ahead Retrieved 1 January 2015. of schedule in Limburg in the early morning of 1 August 2002.[31] [2] “Pendler bleiben ICE treu”. Nassauische Neue Presse (in German). 5 July 2012. Retrieved 23 June 2013. From the commissioning of the new line, two class 218 locomotives were stationed at the station, ready to tow [3] Eisenbahnatlas Deutschland (German railway atlas) broken-down trains on the new line. These were removed (2009/2010 ed.). Schweers + Wall. 2009. ISBN 978- in 2010/2011. 3-89494-139-0. South Limburg was one of three intermediate stations be- [4] Neubaustrecke Köln–Rhein/Main: Bauabschnitt Mitte Los tween Cologne and that was served by B: – (in German). Frankfurt am Main: every third train.[31] The station building was completed DBProjekt GmbH Köln–Rhein/Main, Projektleitung. in November 2003. January 1999. p. 4. (brochure, 20 pages) [5] Hans-Peter Günther (4 January 2013). “Bahn-Tochter will Raum nutzen” (in German). mittelhessen.de. Re- 3.4 In service trieved 23 June 2013.

Limburg Süd and Montabaur stations were subject to crit- [6] “Platform information” (in German). Deutsche Bahn. icism from the start due to their high construction costs Retrieved 23 June 2013. and the initial lack of commercial sites in the station area. In 2005, about 2,500 people a day used the sta- [7] DBBauProjekt GmbH, ed. (October 2001). “Nächster tion. Between 2003 and 2005, the number of passen- Halt: ICE-Bahnhof Limburg-Süd”. Zum Thema (in Ger- man) (Darmstadt: Hestra) (5): 4–6. gers increased by 32 percent. The continued existence of the station as an ICE stop was confirmed in 2007. A [8] Bringfried Belter (2002). “Neubaustrecke Köln– 2004 survey showed that 96 percent of passengers on the Rhein/Main - Wirtschaftsräume verbinden”. Eisenbah- platform between 5 and 9 AM were commuters on their nen in der Region Frankfurt RheinMain (in German). way to work.[32] The record (as of 2012) number of daily Hestra-Verlag. pp. 146 f. ISBN 3-7771-0304-7. 5

[9] “Das Projekt Neubaustrecke Köln–Rhein/Main”. Eisen- [24] “Limburg beteiligt sich an ICE-Bahnhof”. Frankfurter bahn JOURNAL: Tempo 300 - Die Neubaustrecke Köln– Rundschau (in German). 15 July 1998. Frankfurt (in German) (special 3 ed.). Eisenbahn Journal. 2002. pp. 34–63. ISBN 3-89610-095-5. [25] “Die öffentliche Verschwendung”. Bund der Steuerzahler (in German) XXVI: 11. 1998. ISSN 0177-5057. [10] DBBauProjekt GmbH, ed. (June 2001). “Argumente und Ansichten”. Zum Thema (in German) (Darmstadt: Hes- [26] DBBauProjekt GmbH, ed. (June 2000). “Flughafen tra) (3): 12. Köln/Bonn; Maus zu Gast; Erfolgreicher Bogenschluss; ICE-Bahnhof Limburg; Tunnel ”. Zum Thema (in [11] Christopher Kleinheitz (2010). Einführungsstrategien für German) (Darmstadt: Hestra) (3): 7–9. Angebotsverbesserungen im Öffentlichen Verkehr (in Ger- man). Cologne: ksv-Verlag. p. 59. ISBN 9-783940- [27] DBBauProjekt GmbH, ed. (February 2001). “DB AG 685070. und Stadt Limburg schließen Vertrag; Stiftung zieht let- zte Klage zurück; Umbau am Frankfurter Kreuz beendet”. [12] “Hochgeschwindigkeitsstrecke Köln – Rhein/Main”. Zum Thema (in German) (Darmstadt: Hestra) (1): 7f. Eisenbahn-Revue International (in German) (10): 456–459. 2002. ISSN 1421-2811. [28] Andreas Molitor (2001). “Operation Größenwahn”. Die Zeit (in German) (31). Retrieved 19 June 2013. [13] “ICE-Parkhaus ist leer – und Straßen sind voll” (in Ger- [29] DBBauProjekt GmbH, ed. (August 1999). “Planmäßiger man). Retrieved 23 June 2013. Verlauf auf der längsten Baustelle Deutschlands”. Zum [14] Raimund Berg (1976). “Probleme einer Eisenbahn- Thema (in German) (Darmstadt: Hestra) (4): 4–7. verbindung für hohe Geschwindigkeiten zwischen den [30] DBBauProjekt GmbH, ed. (April 2002). “Argumente Ballungsräumen Rhein-Ruhr und Rhein-Main”. Eisen- und Ansichten”. Zum Thema (in German) (Darmstadt: bahntechnische Rundschau (in German) 25 (12): 738– Hestra) (2): 12. 744. ISSN 0013-2845. [31] DBBauProjekt GmbH, ed. (2002). “Startschuss des [15] Walter Engels, Wilfried Zieße (1991). “Die Neubaus- Shuttle-Verkehrs am 1. August 2002 um 5:38 Uhr”. Zum trecke Köln–Rhein/Main - eine Zwischenbilanz”. Die Thema (in German) (Darmstadt: Hestra) (4): 7–9. Bundesbahn (in German) (10): 965–975. ISSN 0007- 5876. [32] “Fernpendeln – mit welchem Verkehrsmittel?". Interna- tionales Verkehrswesen (in German) 53 (9): 400–403. [16] Nina Demuth (September 2004). Die ICE-Bahnhöfe 2007. Montabaur und Limburg: Impulse für Wohnstandort- wahl, Wohnsiedlungsentwicklung und berufliche Mobilität [33] Gabriel Ahlfeldt, Arne Feddersen (September 2010). (PDF) (in German). University of Trier. p. 68. Retrieved “From periphery to core: economic adjustments to high 23 June 2013. (thesis) speed rail” (PDF; 2.2 MB). p. 49. Retrieved 19 June 2013. [17] DBBauProjekt GmbH, ed. (1997). “NBS aktuell: Tun- neltaufe am Tag der heiligen Barbara”. Zum Thema (in [34] Christopher Kopper (2010). “Zu lange, zu groß, zu teuer”. German) (Darmstadt: Hestra) (6): 10 f. Die Zeit (in German) (42). Retrieved 19 June 2013.

[18] “ICE-Rennbahn: Die Neubaustrecken”. Eisenbahn-Kurier (in German) (21: Special: Hochgeschwindigkeitsverkehr): 36–45. 1991. 6 External links

[19] “Schwenk nach Westen”. Der Spiegel (in German) (45): • “Current departures” (in German). Deutsche Bahn. 159. 1989. Retrieved 24 June 2013. Retrieved 23 June 2013. [20] Geschäftsbereich Netz, NBS Köln–Rhein/Main (ed.). • Neubaustrecke Köln–Rhein/Main. Bereich Hessen. Plan- “Archaeological finds in the area of the station” feststellungsabschnitte Elz–Limburg (PFA 31.1–3) (in Ger- (in German). www.mobileslandschaftsmuseum.de. man). Deutsche Bahn AG. (four-sided brochure with sta- Retrieved 23 June 2013. tus of December 1994)

[21] Stadtplanungsamt der Stadt Köln, ed. (c. 1998). Bahnhöfe der Zukunft an den neuen Hochgeschwindigkeitsstrecken (in German). Cologne. p. 15.

[22] DBBauProjekt GmbH, ed. (December 1995). “Köln– Rhein/Main: auf neuen Schienen in die Zukunft”. Zum Thema (in German) (Darmstadt: Hestra) (special issue): 6–9.

[23] DBBauProjekt GmbH, ed. (April 1997). "-". Zum Thema (in German) (Darmstadt: Hestra) (2): 8. 6 7 TEXT AND IMAGE SOURCES, CONTRIBUTORS, AND LICENSES

7 Text and image sources, contributors, and licenses

7.1 Text

• Limburg Süd station Source: http://en.wikipedia.org/wiki/Limburg%20S%C3%BCd%20station?oldid=617548851 Contributors: D6, Geoking66, Doco, Bgwhite, RussBot, Dealerofsalvation, Andiloew, Wheeltapper, Grahamec, MB-one, Thijs!bot, The Anomebot2, PAK Man, GrahamHardy, Feetonthedesk, Addbot, Lightbot, Bermicourt, Dneubert, EmausBot, John of Reading, BattyBot, Wedensambo and Anonymous: 5

7.2 Images

• File:Commons-logo.svg Source: http://upload.wikimedia.org/wikipedia/en/4/4a/Commons-logo.svg License: ? Contributors: ? Original artist: ? • File:Frankfurt-Cologne_15.09.2005_10-24-51.JPG Source: http://upload.wikimedia.org/wikipedia/commons/a/a8/ Frankfurt-Cologne_15.09.2005_10-24-51.JPG License: CC BY-SA 3.0 Contributors: Own work Simisa (talk · contribs) Original artist: Hansueli Krapf • File:ICE3-Einfahrt-Dortmund.jpg Source: http://upload.wikimedia.org/wikipedia/commons/6/64/ICE3-Einfahrt-Dortmund.jpg Li- cense: CC-BY-SA-3.0 Contributors: ? Original artist: ? • File:ICE_3M_KRM.jpg Source: http://upload.wikimedia.org/wikipedia/commons/f/f8/ICE_3M_KRM.jpg License: CC BY-SA 3.0 Contributors: Own work Original artist: Sebastian Terfloth User:Sese_Ingolstadt • File:Karte-Limburg-mit-Verkehrsadern.png Source: http://upload.wikimedia.org/wikipedia/commons/6/64/ Karte-Limburg-mit-Verkehrsadern.png License: CC BY-SA 2.0 Contributors: Own work, based on and using Original artist: Muns • File:Limburg_Sued_Strecke.jpg Source: http://upload.wikimedia.org/wikipedia/commons/5/52/Limburg_Sued_Strecke.jpg License: CC-BY-SA-3.0 Contributors: de:Benutzer:Sebsiegler Original artist: de:Benutzer:Sebsiegler, upload to de.wikipedia 29. Mai 2006 • File:Limburg_Süd_bei_Nacht_(1).JPG Source: http://upload.wikimedia.org/wikipedia/commons/3/32/Limburg_S%C3%BCd_bei_ Nacht_%281%29.JPG License: CC0 Contributors: Own work Original artist: Karsten Ratzke

7.3 Content license

• Creative Commons Attribution-Share Alike 3.0 Siegburg/Bonn station

Siegburg/Bonn station is located in the town of was opened. With the opening of the direct Köln-Kalk– Siegburg in the German state of North Rhine-Westphalia railway in 1910, the Siegburg–Olpe line lost its on the Cologne-Frankfurt high-speed railway and the importance and it has no longer been used for passenger Railway. Its name is attributed to the fact that the services since 1954. In 1897, a narrow gauge line was station was rebuilt for the high-speed line in order to serve built by the Brölthaler Eisenbahn-Actien-Gesellschaft Bonn. It is connected to Bonn by the Siegburg line of the (Bröl Valley Railway Company) to its own station south Bonn every 10 or 15 minutes. The station is lo- of Siegburg station; this was closed in 1955. In 1911, the cated in the network area of the Verkehrsverbund Rhein- Siegburg Railway (Siegburger Bahn) was opened, which is Sieg (Rhine-Sieg Transport Association, VRS). now operated as part of the Bonn Stadtbahn. In 1914, the Siegburg–Zündorf Light Railway (Kleinbahn Siegburg– Zündorf) was opened, but the Siegburg–Troisdorf section 1 History of it was closed in 1963. In 1989, the federal government decided that the new Cologne-Frankfurt high-speed line would run on the east- ern side of the Rhine. Intermediate stations would be pro- vided in—along with Cologne/Bonn Airport, the Lim- burg area, Mainz, Wiesbaden and Frankfurt Airport— Bonn-Vilich or Siegburg.[5] On 13 May 1997, the ceremonial beginning of the construction of the Cologne-Frankfurt high-speed line in North Rhine-Westphalia was celebrated in Sieg- burg: the North Rhine-Westphalian Economics Min- ister, Wolfgang Clement, Federal Minister of Trans- port, Matthias Wissmann, and Deutsche Bahn chairman, Heinz Dürr, operated a device symbolising three levers of a of a mechanical interlocking. As part of the ceremony, an Intercity-Express (ICE) ran from Siegburg for the first time, carrying honoured guests and 500 other Station building (track side) specially-chosen travellers, via Cologne and Düsseldorf to Oberhausen and back.[6] The original Siegburg station opened in 1859 on the Sieg Railway (German: Siegstrecke). In 1870, Siegburg be- came the northern end of the East Rhine Railway (Rechte 1.1 Reconstruction as an ICE station Rheinstrecke), with the intention that it would be later extended through the Agger valley through the Ruhr to Bochum or Essen, so that Siegburg would become a sig- nificant railway junction. Influential people in Cologne finally prevailed, so instead the East Rhine Railway was extended from Friedrich-Wilhelms-Hütte to Troisdorf in order to connect to Cologne, resulting in the line to Sieg- burg becoming only a branch line parallel with the Sieg Railway. This line was opened in 1872 and closed in 1884. The terminus of this line, the Rheinische Bahnhof (Rhenish station), named after its operator, the Rhenish Railway Company (Rheinische Eisenbahn-Gesellschaft), was next to the station of the Sieg Railway of the Cologne- Railway Company (Cöln-Mindener Eisenbahn- Gesellschaft) on a site later used as a freight depot.[4] In the same year, the Siegburg–Olpe railway (or Agger Valley Railway) via Overath and Dieringhausen to Olpe The Stadtbahn stop in the basement

1 2 3 AIRAIL

can be reached via stairs and lifts. The departure times of the Stadtbahn services are displayed on the notice boards at the entrance of the station. The station now has six tracks: two through tracks on the high-speed line and four platform edges (an island platform and two outer platforms).[13] The 400 metre- long ICE platforms[14] are covered for 300 m of their length. The island platform is served by both ICE trains to Cologne and regional and S-Bahn trains towards Hennef (Sieg). The platform served by regional and S-Bahn ser- vices from Cologne is 210 m long.[14][15] Two class 226 locomotives were stationed at Sieg- An ICE 3 train passing through the station without stopping burg/Bonn from 2003 station for towing broken down trains on the high-speed line.[16] These locomotives were later withdrawn. At the turn of 1996/1997, a contract was awarded for sec- tion 23 of the new line, which covered a 3.3 km-long sec- Before the opening of the rebuilt station, 100 parking [17] tion, which was mainly located in the area of the town spaces were needed. At the opening of the station there of Siegburg. At a cost of about (DM) were about 500 parking spaces. The number of parking 40 million, two through high-speed tracks would be built, spaces at the station was recently increased from around platforms would be built or modified and bridges would 1,000 to around 1,500 by the construction of a parking [2] be built or rebuilt.[7] garage. As part of the construction of the Cologne-Frankfurt high-speed line, the old station was demolished in 2000 and replaced by a new building, which was opened in late 2 Rail services September 2004.[8] There was also urban redevelopment around the station. In particular, the old station building had to be demolished for the new line. Deutsche Bahn 2.1 Long-distance services and the town of Siegburg advertised a design competition [9] for the new building. The following ICE services stop at Siegburg/Bonn: On 25 June 2001, representatives of Deutsche Bahn and the town of Siegburg signed a framework agreement for the renovation of the station. Four days later, the con- 2.2 Regional services struction contract was awarded. The opening was planned for the third quarter of 2002.[10] From 1,200 to 3,000 It is served by the following regional services: square metres of floor area was provided for trading and other services. In addition, two new tracks were laid so that ICE services could stop or run through non-stop.[11] The through tracks can be run at 200 km/h and the entry 2.3 Stadtbahn and exit tracks to the two ICE platform tracks can be run at 100 km/h. It is served by the following Stadtbahn services: On 26 July 2002, a day after the opening run, Siegburg was a stopover of an ICE 3 service from Frankfurt via Siegburg to Montabaur. About 500 people who had par- ticipated in the project joined at Siegburg.[12] 3 AIRail With the full opening of the new line on 15 December 2002, the station was renamed as “Siegburg/Bonn”. The Since 5 November 2007, the station has been integrated new name is intended to indicate that this station serves as part of the AIRail Service. In the station’s travel cen- as the high-speed line connection for Bonn, as the major- tre there were two Lufthansa check-in machines, which ity of long-distance trains between the Rhine/Main region allowed passengers to check their luggage on Lufthansa and Cologne no longer run through Bonn Central Station. flights. These have since been replaced by other check-in [18] The Siegburg line of the Stadtbahn that previously ended arrangements. Passengers travel by ICE to Frankfurt in the station forecourt was rebuilt on a ramp that runs Airport long-distance station and then proceed to their directly into the basement of the new station. The under- aircraft. The baggage is carried to Frankfurt airport and ground station has two high-level platforms. From there, taken to the aircraft. the platforms used by long-distance and regional services The station has the IATA code of ZPY. 3

4 Importance for the Bonn region [8] “Zeittafel − Chronologie einer Strecke”. Eisenbahn Jour- nal (in German) (3 (special)): 86 f. 2002. ISBN 3-89610- 095-5. According to traffic counts, about 20,000 passengers use [2] the station every day (February 2011). [9] Neubaustrecke Köln–Rhein/Main: Bauabschnitt Nord: As part of the initial operations on the new Cologne- Köln–Sankt Augustin (in German). Frankfurt am Main: DBProjekt GmbH Köln–Rhein/Main, Projektleitung. Frankfurt high-speed line Siegburg/Bonn was served February 2000. p. 16. (brochure, 18 pages) from 1 August 2002 by every third ICE train and the re- maining two passed through without stopping.[19] In the [10] DBBauProjekt GmbH, ed. (August 2001). “DB- first year an ICE served the station approximately every BauProjekt zertifiziert; ICE-Bahnhof Siegburg; neues two hours both ways. A few hundred ICE passengers Hochwasserrückhaltebecken; Schlitzwanderausstellung were counted each day.[20] Hermann-Löns-Straße”. Zum Thema (in German) (Darmstadt: Hestra) (4): 7f. Up to 2004, passenger numbers grew by 70 percent per year. 14,000 ICE passengers were counted each week in [11] Neubaustrecke Köln–Rhein/Main: Ein Konzept von heute 2004 and there were around 20,000 in 2005.[21] In 2005 für den Verkehr von morgen (in German). Frankfurt just under 2,500 ICE passengers were counted each day am Main: DBProjekt GmbH Köln–Rhein/Main, Projek- and there were around 4,000 in 2012.[20] In mid-2012, tleitung. March 2000. p. 19. (brochure, 28 pages) DB stated that about 8,000 ICE passengers embarked at [12] DBBauProjekt GmbH, ed. (2002). “Feierlicher Ab- the three stations of Siegburg/Bonn, South Limburg and schluss eines Großprojektes”. Zum Thema (in German) Montabaur.[22] (Darmstadt: Hestra) (4): 10.

In the 2010 timetable about 56 ICE trains stopped each [13] “Track plan for Siegburg/Bonn station” (in German). weekday in Siegburg/Bonn. In the 2007 timetable 61 ICE Deutsche Bahn. Retrieved 25 June 2013. trains stopped each weekday, as opposed to 51 in 2005 and 38 in 2003. The number of direct services to and [14] “Platform information” (in German). Deutsche Bahn. from Frankfurt Central Station has increased to 29. In the Retrieved 25 June 2013. 2012 timetable, the station is served by 57 ICE services [15] Bringfried Belter (2002). “Neubaustrecke Köln– [20] each day. Rhein/Main − Wirtschaftsräume verbinden”. Eisenbah- nen in der Region Frankfurt RheinMain (in German) (Darmstadt: Hestra-Verlag): 147. ISBN 3-7771-0304-7.

5 Notes [16] “Baureihe 226”. Eisenbahn-Revue International (in Ger- man) (10): 435. 2003. ISSN 1421-2811. [1] “Stationspreisliste 2015” [Station price list 2015] (PDF) (in German). DB Station&Service. 15 December 2014. [17] Klaus Eslen (1 August 2012). “Wichtig für die Region”. Retrieved 1 January 2015. General-Anzeiger (in German). Retrieved 25 June 2013.

[2] Klaus Elsen (21 February 2011). “Parkhaus am Sieg- [18] “Alle wichtigen AIRail Services auf einen Blick” (in Ger- burger ICE-Bahnhof wird erweitert”. General-Anzeiger man). Lufthansa. Retrieved 25 June 2013. (in German). Retrieved 25 June 1951. [19] DBBauProjekt GmbH, ed. (2002). “Startschuss des [3] Eisenbahnatlas Deutschland (German railway atlas) Shuttle-Verkehrs am 1.8.2002 um 5:38 Uhr”. Zum Thema (2009/2010 ed.). Schweers + Wall. 2009. ISBN 978- (in German) (Darmstadt: Hestra) (4): 7–9. 3-89494-139-0. [20] Klaus Elsen (1 August 2012). “Zehn Jahre ICE-Bahnhof [4] Klaus Strack (2010). 150 Jahre Eisenbahn im Siegtal (in in Siegburg”. General-Anzeiger (in German). Retrieved German). Nümbrecht: Galunder. ISBN 978-3-89909- 25 June 2013. 100-7. [21] Wolfgang Wentsch (3 August 2006). “Weitere Reko- [5] “Anlage zum Sachstandsbericht Bundesverkehrswegeplan rdzuwächse für den ICE-Bahnhof”. General-Anzeiger (in 1985 und Gesamtdeutscher Verkehrswegeplan”. Bun- German). Retrieved 25 June 2013. desverkehrswegeplan 1985 - Stand der Realisierung (in German). Bonn: Der Bundesminister für Verkehr. 2 Oc- [22] “Wir schenken Ihnen eine Stunde: Zehn Jahre Schnell- tober 1990. p. 41. fahrstrecke Köln–Rhein/Main” (Press release) (in Ger- man). Deutsche Bahn AG. 31 July 2012. Retrieved 25 [6] DBBauProjekt GmbH, ed. (1997). “Baubeginn June 2013. in Nordrhein-Westfalen: großer Bahnhof für die Rhein/Sieg-Region”. Zum Thema (in German) (Darm- stadt: Hestra) (3): 3–6.

[7] DBBauProjekt GmbH, ed. (February 1997). “Neubaus- trecke aktuell: Auftrag vergeben, Aufforderungsarbeiten begonnen, Bauvorbereitungen im Baulos C”. Zum Thema (in German) (Darmstadt: Hestra) (1): 7–8. 4 6 TEXT AND IMAGE SOURCES, CONTRIBUTORS, AND LICENSES

6 Text and image sources, contributors, and licenses

6.1 Text • Siegburg/Bonn station Source: http://en.wikipedia.org/wiki/Siegburg/Bonn%20station?oldid=617500374 Contributors: Mackensen, ClemRutter, Geoking66, Markussep, Doco, SmackBot, Grahamec, Arsenikk, Severo, The Anomebot2, GrahamHardy, McM.bot, Addbot, Bermicourt, Yobot, Erik9bot, LittleWink, Dneubert, WikitanvirBot, CGN2010, ZH2010, Thomas5388, BattyBot, Bangter and Anony- mous: 1

6.2 Images • File:091101-094616_Bahnhofsgebaeude_Siegburg_Gleisseite.jpg Source: http://upload.wikimedia.org/wikipedia/commons/c/ca/ 2009-11-01_Bahnhofsgebaeude_Siegburg_Gleisseite.jpg License: CC BY 3.0 Contributors: Own work Original artist: Sir James • File:BSicon_ABZlf.svg Source: http://upload.wikimedia.org/wikipedia/commons/4/44/BSicon_ABZlf.svg License: Public domain Con- tributors: Own work Original artist: Lantus 21:02, 1. Jan. 2007 (CET) • File:BSicon_ABZrg.svg Source: http://upload.wikimedia.org/wikipedia/commons/5/54/BSicon_ABZrg.svg License: Public domain Con- tributors: Own work Original artist: Lantus 21:02, 1. Jan. 2007 (CET) • File:BSicon_CONTf.svg Source: http://upload.wikimedia.org/wikipedia/commons/d/d1/BSicon_CONTf.svg License: Public domain Contributors: Own work Original artist: Sameboat • File:BSicon_CONTg.svg Source: http://upload.wikimedia.org/wikipedia/commons/a/aa/BSicon_CONTg.svg License: Public domain Contributors: Own work Original artist: Sameboat • File:BSicon_FLUG.svg Source: http://upload.wikimedia.org/wikipedia/commons/e/e0/BSicon_FLUG.svg License: Public domain Con- tributors: Image:Airplane_icon.svg Original artist: User:DarkEvil • File:BSicon_SBHF.svg Source: http://upload.wikimedia.org/wikipedia/commons/c/ca/BSicon_SBHF.svg License: CC BY-SA 3.0 de Contributors: Own work Original artist: de:Benutzer:axpde • File:BSicon_SHST.svg Source: http://upload.wikimedia.org/wikipedia/commons/9/9a/BSicon_SHST.svg License: Public domain Con- tributors: Own work Original artist: user:axpde • File:BSicon_STR.svg Source: http://upload.wikimedia.org/wikipedia/commons/3/3c/BSicon_STR.svg License: Public domain Contribu- tors: Own work Original artist: de:User:Bernina & de:User:axpde • File:BSicon_STRlg.svg Source: http://upload.wikimedia.org/wikipedia/commons/c/cf/BSicon_STRlg.svg License: Public domain Con- tributors: Own work Original artist: de:Benutzer:axpde • File:BSicon_STRrf.svg Source: http://upload.wikimedia.org/wikipedia/commons/f/fc/BSicon_STRrf.svg License: Public domain Con- tributors: Own work Original artist: de:Benutzer:axpde • File:BSicon_TS+BHFo.svg Source: http://upload.wikimedia.org/wikipedia/commons/5/57/BSicon_TS%2BBHFo.svg License: CC BY- SA 3.0 de Contributors: Own work Original artist: de:Benutzer:axpde • File:BSicon_TSBHFo.svg Source: http://upload.wikimedia.org/wikipedia/commons/d/da/BSicon_TSBHFo.svg License: CC BY-SA 3.0 de Contributors: Own work Original artist: de:Benutzer:axpde • File:BSicon_TUNNEL2.svg Source: http://upload.wikimedia.org/wikipedia/commons/7/7b/BSicon_TUNNEL2.svg License: Public do- main Contributors: Own work Original artist: Bernina • File:BSicon_TUNNELa.svg Source: http://upload.wikimedia.org/wikipedia/commons/d/da/BSicon_tSTRa.svg License: Public domain Contributors: Icons von Bernina Original artist: T.h. • File:BSicon_TUNNELe.svg Source: http://upload.wikimedia.org/wikipedia/commons/d/d0/BSicon_tSTRe.svg License: Public domain Contributors: Icons von Bernina Original artist: T.h. • File:BSicon_WBRÜCKE1.svg Source: http://upload.wikimedia.org/wikipedia/commons/a/a5/BSicon_WBR%C3%9CCKE1.svg Li- cense: Public domain Contributors: Own work Original artist: user:axpde • File:BSicon_tS+BHF.svg Source: http://upload.wikimedia.org/wikipedia/commons/4/45/BSicon_tS%2BBHF.svg License: Public do- main Contributors: Own work Original artist: user:axpde • File:Commons-logo.svg Source: http://upload.wikimedia.org/wikipedia/en/4/4a/Commons-logo.svg License: ? Contributors: ? Original artist: ? • File:ICE3-Einfahrt-Dortmund.jpg Source: http://upload.wikimedia.org/wikipedia/commons/6/64/ICE3-Einfahrt-Dortmund.jpg Li- cense: CC-BY-SA-3.0 Contributors: ? Original artist: ? • File:KSIB.jpg Source: http://upload.wikimedia.org/wikipedia/commons/7/79/KSIB.jpg License: CC BY-SA 2.5 Contributors: Own work Original artist: S. Terfloth User:Sese_Ingolstadt • File:Logo_Deutsche_Bahn.svg Source: http://upload.wikimedia.org/wikipedia/commons/0/06/Logo_Deutsche_Bahn.svg License: Pub- lic domain Contributors: This file was derived from: DB-Konzern Logo.svg Original artist: Deutsche Bahn • File:SSB9375_SiegburgBahnhof.jpg Source: http://upload.wikimedia.org/wikipedia/commons/6/66/SSB9375_SiegburgBahnhof.jpg License: CC BY 2.5 Contributors: Own work (previously uploaded to railfaneurope.net) Original artist: User:Qualle • File:Stadtbahn.svg Source: http://upload.wikimedia.org/wikipedia/commons/3/33/Stadtbahn.svg License: Public domain Contributors: ? Original artist: ? • File:U-Bahn.svg Source: http://upload.wikimedia.org/wikipedia/commons/a/a3/U-Bahn.svg License: Public domain Contributors: Own work Original artist: 3247

6.3 Content license • Creative Commons Attribution-Share Alike 3.0 Göttingen station

extended to Bebra in in 1875 and 1876, creating a con- nection to Kassel via Eichenberg. The station building in Göttingen was built between 1856 and 1887 and rebuilt several times. The station forecourt was rebuilt at the be- ginning of the 20th century. In the summer palms were now placed in front of the station; these shaped the image of the station until the Second World War. The station facilities were rebuilt again from was about 1910 until the 1920s. In particular, the tracks were raised south of the station (which in the southern sec- tion involved the relocation of the line to Eichenberg) and the building of an underpass for Groner Chaussee (now Groner Landstrasse), as the railway crossing was congested by the increasing traffic and it has also been Aerial view decided to build a line. The entrance building was rebuilt and given extensions. In the course of this rebuild- Göttingen railway station, known in German as Bahn- ing, the Garte Valley Railway (Gartetalbahn), a 750mm hof Göttingen, is an InterCityExpress stop on Germany’s narrow gauge railway to Duderstadt that had previously domestic long-distance rail network and the only passen- ended at the station, was cut back to run to end at its ger station of the city of Göttingen. Built in 1854 as the own station about 400 metres further south; this line was terminus of the Hanoverian Southern Railway, the station closed in 1959. lies west of the medieval town centre. The station today has four platform islands each with two through tracks. In addition there is a through track for goods traffic between the station building and the platforms.

1 History

As part of the planning for the construction of the View from the forecourt Hanoverian Southern Railway, the municipal council of the city of Göttingen decided in 1851 to request for The station was largely destroyed by bombing during the the construction of a station west of its centre. During Second World War. The station and the station hall were the followed three years there were sometimes heated rebuilt in the postwar period in a simplified form with a discussions among citizens and in particular the af- redesigned facade. Göttingen was connected to the elec- fected landowners,[2] until the groundbreaking ceremony trified rail network in 1963. In the 1960s, the station fore- in 1853. The planning was undertaken by Adolph Funk, court was rebuilt again and aligned for the requirements Conrad Wilhelm Hase and Julius Rasch and construction of motor traffic. The buses that previously stopped al- was managed by Emil Hackländer. The design of the sta- most directly in front of the station have since operated tion followed the example of the Hannover Central Sta- from a central bus station to the south of the station build- tion (Central-Bahnhof) completed in 1847 in the Hanove- ing and a car parking area was built in front of the station. rian Rundbogenstil (“round-arch” style) in natural stone. The first railway to Kassel, the section of the Hanoverian Operations commenced with carnival-like opening cele- Southern Railway that ran via Dransfeld, was closed in brations on 31 July 1854.[2] May 1980. The section of the Hanoverian Southern Railway between During the construction of the Hanover–Würzburg high- Alfeld–and Göttingen was opened in 1854. It was ex- speed railway between 1984 and 1989, the station was tended to Kassel over the former Dransfeld ramp (Drans- extensively remodelled. It was extended to the west to felder rampe) in 1856. The Bebra–Göttingen railway was a new platform serving tracks 10 and 11, the previous built from Göttingen to Friedland in 1867. The line was platform C (serving tracks 8 and 9) was demolished and

1 2 1 HISTORY

track overtaking passenger trains (the southern edge of platform D).[5] The original platform C was only used by services running to Bodenfelde. The first plans for the new line in Lower Saxony, sub- mitted in 1971, provided for a route though the Weser Uplands via Holzminden. After protests in the state and various studies and reports, the current route via Göttin- gen was adopted in 1976.[6] The first of the two platforms for the new line was completed in September 1987.[7] A total of 4.0 km of the tracks were adapted in the western part of the station area. The station area was a separate zoning section of the new line (no. 3.8 from km 98.750 During the construction of the high-speed line a western entrance to 101.000). The regional planning process in this area was built. was completed on 30 September 1977.[8] Trains can run on the tracks of the new lines through the station at up to 120 km/h,[5] the subsequent curve past the marshalling yard can be run at 200 km/h. The cruis- ing speed through the station was chosen because all the passenger trains would stop in Göttingen anyway and this speed was considered sufficient for freight trains.[8] With a total of 172 scheduled long-distance services ar- rivals and departures per day, the station held 18th place in the Deutsche Bundesbahn network in the timetable for summer 1989.[9] The station forecourt was rebuilt in the 1990s. On the street outside the station there is a bus station along with a pergola. To accommodate the growing number of parked Plastic moulded head of a young man; detail on the facade of the station building , a bicycle parking station was opened next to the station building. Nevertheless, the forecourt is still crammed with bikes. The station was renovated in three stages for Expo 2000 in Hanover in the late 1990s. First began the extension of the subway tunnel in the area of the old platforms A and B (tracks 4/5 and 6/7) and the provision of additional space for retail in this tunnel. The old platforms were also redeveloped, with the focus on the entrance area with a partially glazed roof. The newly built platform lifts were boarded up for months due to the lack of a Federal Rail- way Authority (Eisenbahn-Bundesamt) approval. In the third phase of the rebuilding, the part of the station build- ing next to the tracks were rebuilt with toilets and lug- gage lockers. Simultaneously, the three through tracks Information panel for renovation: “Completion: 31 December 2010” between the station building and platform A were reduced photo from September 2011 to one track. The extensive renovation work was completed at the end of 2006 in the last phase, which included the complete rebuilt in the style of the new platform adjacent. Sev- renovation of the station entrance hall. The new shop- eral buildings of the former workshop were demolished to ping area was occupied by, among other things, a branch build a new western entrance, including a passenger train [3] of a fast-food chain. The €13.8 million renovation was servicing facility, which was re-erected elsewhere. The completed in late March 2007.[10] 400 m long platform C went into operation at the winter 1988/89 timetable change.[4] As part of the economic stimulus program, the entrance building was renovated to reduce energy use by DB Sta- In 1981, it had been planned that the new line would have tion&Service in 2010/2011.[11] In the autumn of 2012, three tracks through the station area: apart from the two the bicycle parking facilities were completely renewed main tracks of the new line (the southern edge of platform and considerably expanded.[12] It is still planned to re- C and the northern edge of platform D) it would have a 3 new the dynamic passenger information systems to im- and repaired in the Göttingen works. The buildings of prove the quality of information on city buses and re- the locomotive depot date from 1917. After 1976 the gional trains.[13] works were closed, the area lay vacant for two decades and although listed in 1981 by the Niedersächsische In- stitut für Baudenkmalpflege at first no profitable re-use 2 Train service was adopted. In 1993 plans for re-use led to the multi- plex cinema opening in the northern part of the plant in 1996, the meeting hall in the southern end opened in De- cember 1998.

4 Gartetalbahn

Between 1897 and 1959 somewhat southeast of Göttin- gen Station was a station of 750 mm narrow-gauge rail- way, the Gartetalbahn to Rittmarshausen and Duderstadt.

5 Notes

[1] “Stationspreisliste 2015” [Station price list 2015] (PDF) View from the new platform C of the lower platform B and A (in German). DB Station&Service. 15 December 2014. Retrieved 1 January 2015.

[2] Peter Schurmann (2002). Ernst Böhme, ed. Göttingen – Geschichte einer Universitätsstadt. (in German) 2. Van- denhoeck & Ruprecht. p. 130. ISBN 3-525-36197-1.

[3] Hans-Joachim Gnest, Peter Leiste. “Neubaustrecke Hannover–Würzburg: Inbetriebnahme zwischen Nörten- Hardenberg und Göttingen.”. Die Bundesbahn (in Ger- man) 10 (Yearbook 1990): 941–944.

[4] “Jahresrückblick 1988”. Die Bundesbahn (in German) 65 (1): 61. 1989. ISSN 0007-5876.

[5] Norbert Klein, Peter Leiste (1981). “Stand der Planungs- und Bauarbeiten im Abschnitt Edesheim–Göttingen der Neubaustrecke Hannover–Würzburg”. Die Bundesbahn Cycles in the station forecourt (in German) 57 (10): 789–794. ISSN 0007-5876.

[6] Walter Engels, Peter Nußberger, Helmut Weber (1987). The station is served by the following services (as of “Planung und Realisierung der Neubaustrecke Hannover– 2014): Würzburg”. In Knut Reimers, Wilhelm Linkerhägner. Wege in die Zukunft. Neubau- und Ausbaustrecken der DB (in German). Darmstadt: Hestra Verlag. pp. 97–104. 2.1 Long-distance ISBN 3-7771-0200-8.

[7] Projektgruppe der NBS Hannover der Bahnbauzentrale 2.2 Regional services (ed.). Neubaustrecke Hannover–Würzburg: Der Abschnitt Northeim – Göttingen (in German). Deutsche Bundes- 3 Locomotive shed bahn. pp. 30 f. (Brochure, 44 A4 pages with status of May 1988)

On the opposite side of the station, this historical indus- [8] Projektgruppe Hannover–Würzburg (Nord), ed. (c. trial monument now accommodates a large multiplex cin- 1979). Neubaustrecke Hannover–Würzburg: Göttingen (in ema and multipurpose hall for conferences and events German). Hannover: Deutsche Bundesbahn. (folding with 5,400 m ² of meeting space and 3,000 m ² of lobby card, 12 pages, A6) area. A locomotive overhaul centre was set up here in [9] Ralph Seidel (2005). Der Einfluss veränderter Rahmenbe- 1855. The continuation of the route from Hannoversch dingungen auf Netzgestalt und Frequenzen im Schienenper- Munden over the Dransfelder Incline required stronger sonenfernverkehr Deutschlands. Dissertation of the Uni- locomotives for the steep gradients: these were stored versity of Leipzig (in German) (Leipzig). p. 46. 4 7 EXTERNAL LINKS

[10] “Bahnhof Göttingen nach Umbau feierlich eröffnet” (in German). www.bahnfahren.info. Retrieved 10 April 2014.

[11] Information on the rehabilitation (German)

[12] “Orion bietet Platz für 1600 Fahrräder”. Göttinger Tage- blatt (in German). 30 July 2012.

[13] Ulrich Schubert (21 August 2013). Verlagsgesellschaft Madsack GmbH & Co. KG, ed. “Göttingen hat “Bahnhof des Jahres 2013” - Das sagt die Jury”. Göttinger Tageblatt (in German).

6 References

• Jens-Uwe Brinkmann (1998). Auf Schienen durch die Zeit. Der Göttinger Bahnhof von der Hannover- schen Südbahn bis zum Ende des Dampfzeitalters (in German). Göttingen. ISBN 3-929181-42-8. • Günther Siedbürger (1995). Auf Schienen durch die Zeit. Der Göttinger Bahnhof von der Hannoverschen Südbahn bis zum Ende des Dampfzeitalters (in Ger- man). Göttingen. ISBN 3-926920-14-9.

7 External links

• “Station map” (in German). Deutsche Bahn. Re- trieved 9 April 2014. • “History of the Lokhalle” (in German). Retrieved 9 April 2014. 5

8 Text and image sources, contributors, and licenses

8.1 Text

• Göttingen station Source: http://en.wikipedia.org/wiki/G%C3%B6ttingen%20station?oldid=625209705 Contributors: Coren, D6, Kdammers, Markussep, Dschwen, Miq, Tim!, RussBot, SmackBot, Nobunaga24, Grahamec, JamesAM, The Anomebot2, Fethroesfo- ria, Nankai, MarcoLittel, Deor, McM.bot, Runewiki777, Dlrohrer2003, DerBorg, Addbot, Times, Sebastian scha., Download, Lightbot, Bermicourt, Chris0693, Ulf Heinsohn, DrilBot, FoxBot, SporkBot, BattyBot and Anonymous: 2

8.2 Images

• File:Bahngoe2.jpg Source: http://upload.wikimedia.org/wikipedia/commons/4/40/Bahngoe2.jpg License: CC BY-SA 2.0 de Contribu- tors: Transferred from de.wikipedia Original artist: j o blech Original uploader was Joblech at de.wikipedia • File:Bahnhof_Göttingen_Empfangsgebäude_Fassaden-Detail_Kopf_eines_jungen_Mannes.jpg Source: http://upload.wikimedia. org/wikipedia/commons/2/26/Bahnhof_G%C3%B6ttingen_Empfangsgeb%C3%A4ude_Fassaden-Detail_Kopf_eines_jungen_Mannes. jpg License: CC BY 3.0 Contributors: Own work Original artist: Bernd Schwabe in Hannover • File:Commons-logo.svg Source: http://upload.wikimedia.org/wikipedia/en/4/4a/Commons-logo.svg License: ? Contributors: ? Original artist: ? • File:Db-402009-01.jpg Source: http://upload.wikimedia.org/wikipedia/commons/0/0f/Db-402009-01.jpg License: CC BY-SA 2.0 de Contributors: Own work Original artist: K. Jähne • File:Fahrräder_Göttingen_2012.jpg Source: http://upload.wikimedia.org/wikipedia/commons/4/4c/Fahrr%C3%A4der_G%C3% B6ttingen_2012.jpg License: CC BY-SA 3.0 Contributors: Own work Original artist: Ub12vow • File:Goettingen-Bahnhof-Westeingang.jpg Source: http://upload.wikimedia.org/wikipedia/commons/6/6a/ Goettingen-Bahnhof-Westeingang.jpg License: CC-BY-SA-3.0 Contributors: Own work Original artist: Simon-Martin • File:Göttingen_train_station.jpg Source: http://upload.wikimedia.org/wikipedia/commons/3/33/G%C3%B6ttingen_train_station.jpg License: CC BY-SA 2.5 Contributors: Own work Original artist: Daniel Schwen • File:Info-Tafel_Land_Niedersachsen_DB_Netze_Sonderprogramm_Personenbahnhöfe_Bahnhof_Göttingen_Hbf_Sanierung_ Empfangsgebäude.jpg Source: http://upload.wikimedia.org/wikipedia/commons/7/7a/Info-Tafel_Land_Niedersachsen_DB_Netze_ Sonderprogramm_Personenbahnh%C3%B6fe_Bahnhof_G%C3%B6ttingen_Hbf_Sanierung_Empfangsgeb%C3%A4ude.jpg License: CC BY 3.0 Contributors: Own work Original artist: Bernd Schwabe in Hannover • File:Luftbild_Bahnhof_Götingen.jpg Source: http://upload.wikimedia.org/wikipedia/commons/d/d8/Luftbild_Bahnhof_G%C3% B6tingen.jpg License: GFDL Contributors: ? Original artist: ?

8.3 Content license

• Creative Commons Attribution-Share Alike 3.0 Kassel-Wilhelmshöhe station

Kassel-Wilhelmshöhe is a railway station in the city gers to pass to and from trains. In addition, a pedestrian of Kassel, in the German state of Hesse. It is the bridge was built to the platforms.[1] city’s most important railway station, as it is connected The Kassel–Waldkappel railway (also known as the Losse to the Hanover-Würzburg high-speed rail line, with Valley Railway) was opened in 1879 with its own platform InterCityExpress services calling at the station. on the east side of Wilhelmshöhe station (today’s platform 9/10). 1 History In 1899 a third track was built for the main line. In 1902, the narrow-gauge Hercules Railway (Herkules- [1] Kassel-Wilhelmshöhe station was opened as Wahler- bahn) was opened. It carried lignite and basalt mined in shausen station with the last section of the Frederick the Habichtswald to Wilhelmshöhe station, where it was William Northern Railway on 29 December 1849. transferred to the state railway. Wilhelmshöhe was also Whether a station was required at this point on the line an important freight depot. was initially controversial. Trains running between Kas- In 1904, the Kassel–Naumburg railway opened; this is sel and Gerstungen stopped here as did services running now operated as a museum railway. on the Main-Weser Railway a little later. The station was immediately adjacent to the Wilhelmshöher Allee cross- ing, ensuring good road connections. The underpass orig- 1.2 Transport connections inally planned under the Allee was, however, replaced by a for cost reasons.[1] The station served A steam tram service was opened from Königsplatz to not only the village of Wahlershausen, but also Schloss Kassel-Wilhelmshöhe in 1877.[1] The line was connected Wilhelmshöhe, which was two kilometres away. The sta- to the tram line to Mulang in 1900.[1] The Hercules Rail- tion building’s southern avant-corps therefore included a way ran to and from the Kassel-Wilhelmshöhe station Fürstenzimmer (“prince’s room”), a “waiting room for the from 1902. It was served by three tram lines from 1911; nation’s leaders.”[1] Julius Eugen Ruhl produced a series a fourth tram line connected later.[2] of designs for the station building. These had very differ- ent dimensions.[1] A smaller version was finally built, with a two-storey brick building decorated with terracotta with 1.3 Events five opening on each side, avant-corps and a spire, which emphasised the central axis, in the Italianate Renaissance A few days after the Battle of Sedan on 5 September Revival style. On the ground floor there were the waiting 1870, the captive Emperor Napoleon III was brought in a rooms and offices and on the first floor there were two res- Belgian saloon car from Cologne over the Deutz–Gießen idences for officials. The building was remodelled several railway to Wilhelmshöhe station and then taken to the times over the years and lost much of its decoration. It castle, which was assigned to him as a residence. There, was finally demolished immediately before the construc- Empress Eugenie visited him incognito from 30 October tion of the new Kassel-Wilhelmshöhe long-distance sta- to 1 November 1870, also arriving at Wilhelmshöhe sta- tion. tion. On departure she travelled to Hanover. Emperor Napoleon III. on his departure travelled on 19 March 1871 via Wilhelmshöhe station to exile in England.[1] 1.1 Structural changes in the 19th Century In 1907, Emperor Wilhelm II received his uncle, King As of 1877, a steam tram ran in Wilhelmshöher Allee, Edward VII of the United Kingdom, at the station be- originally crossing the railway at a level crossing next to fore a crowd of 70,000 spectators for a one-day state visit.[1] That same year, the station was also used by King Wahlershausen station. This was presumably deemed to [1] interfere with operations so that in 1878/79 the railway Chulalongkorn of Thailand for his visit to the Emperor. was lowered by about six metres and a bridge was built On 14 November 1918, Field Marshal Paul von Hinden- over it carrying Wilhelmshöher Allee. The lowering of burg came to Wilhelmshöhe station. He resided at the the tracks meant that the platforms and the adjacent sta- castle hotel and there organised the demobilisation of the tion had to be lowered. A retaining wall was built next to German Army after the end of the First World War. He the station building and a staircase was built for passen- departed from the station on 12 February 1919.[1]

1 2 1 HISTORY

The last time the station was the focus of a state recep- (option II is not explained in the specified source) tion was on 21 May 1970, when Chancellor Willy Brandt received the Prime Minister of the German Democratic • option I foresaw a route via Kassel-Wilhelmshöhe Republic, Willi Stoph, on a one-day visit. The political station; discussions were also held at the castle hotel. The guests • arrived on a GDR government train.[1] option III provided for a line running continuously to the east of the city centre of Kassel, with a new station in Kassel-Bettenhausen; 1.4 Structural changes in the 20th century • option IV would have followed part of options I from the south to Kassel-Wilhelmshöhe station and would In the 1930s, the passage under the Wilhelmshöher Allee then have run east to Kassel Hauptbahnhof. Trains bridge had become too narrow for the needs of the rail- would have left the urban area to the north-west after way, which needed more tracks. But the roadway it- reversing in the station; self was too narrow for the needs of the increasing mo- tor vehicle traffic. Therefore in 1938 a new bridge was • option IVg provided for a north-south axis through built, while rail and tram traffic continued, only motor Kassel, that would run underground below the city vehicles were diverted. This at first resolved the traffic with an underground station at Kassel Hauptbahn- problems.[1] hof. and the Municipality of Kassel de- veloped plans to remodel Wilhelmshöhe station as the With the large-scale profile of the new line that had orig- main station of Kassel from 1942 to 1944. The concept inally been planned, an extraordinarily complex set of was not dissimilar to the project that was implemented lines was considered in the different options. It was es- 40 years later, but the Second World War prevented its timated that the 18 km long comparison section in Kas- execution.[1] sel would cost 1.6 to 2.5 billion Deutsche Marks (1975 prices).[8] During World War II, the station and its entrance build- ings were severely damaged, but the road bridge that crosses it remained largely unscathed. However, it col- 1.5.2 Planning the location lapsed in 1946, when a freight train with tank cars loaded with gasoline had a hot box fire while standing there. The The regional planning process for the Hessian section of heat was so great that the bridge’s steel beams lost their the new line was initiated in a letter of 7 February 1974 strength and the structure collapsed.[1] and later interrupted. It was resumed in a letter dated 21 November 1975, but the district of Kassel—including the The station building, which had been severely damaged urban area of Kassel—was not included initially.[9] in the war was rebuilt in simplified forms and received a storage area built as an extension in the style of the In 1977, the city of Kassel pressed strongly for the con- 1950s.[1] struction of an underground line through a station un- der the existing Kassel terminal station–including a tun- nel under the city of Kassel.[7] A new station build- 1.5 Long-distance station ing at the Wilhelmshöhe site and variants with differ- ent above ground and underground access lines were 1.5.1 Options discussions investigated.[10] Deutsche Bundesbahn favoured the Wil- helmshöhe location with an above ground approach, the The planning status report of the Hanover–Würzburg so-called “western route” (Westtrasse).[7] high-speed railway in September 1971 provided for a sta- [3] Both options were examined in the regional planning pro- tion at Wilhelmshöhe. The planning status report of the cess, which was conducted from 1978 to 1980. Flanked preliminary route (Vortrassierung) of 1972/1973 foresaw [4] [5] by numerous reports and counter reports they were dis- a 6.4 kilometre-long tunnel running under Kassel. cussed amid public controversy. The underground option The tunnel would have run between Vellmar-Obervellmar [5][6] was—in the opinion of Deutsche Bundesbahn—much and Kassel-Wehlheiden. Extensions to the north more complex, more expensive and would impose greater (Hanover) both via a direct route (via Holzminden) and burdens on the population.[7] Discussions at first focused via Göttingen were discussed. These two possible routes on complex problems of urban development, but grad- converged in Vellmar-Obervellmar (at kilometer 125 for ually shifted to noise abatement issues.[8] On 29 March the Holzminden option or at kilometer 144.3 for the Göt- [5] 1979, Deutsche Bundesbahn opened an exhibition on the tingen option). The route would have briefly run east construction project in Kassel. The “groundbreaking” parallel to the existing line from the southern tunnel por- [6] ceremony for the Hessian section was held on 13 Novem- tal and the lines would have been connected there. ber 1981. Ultimately, the city of Kassel agreed to the As part of the planning of the new line, four options for station at Wilhelmshöhe after studies had shown that this the route through Kassel were examined from 1972:[7][8] site would not adversely affected the future development 1.5 Long-distance station 3 of the city.[7] High cost and long construction time led to Andreas Brandt (Brandt & Böttcher bureau), Giovanni proposals for an underground through station under the Signorini and Yadegar Asisi,[14] who were also charged main station to be discarded in favour of the peripheral with its planning and execution. The architects’ design station at Wilhelmshöhe.[11] contract was revoked in 1985 after the city determined that the transport connections were inadequate.[14] Dur- The new station was initially designed purely as a long- [16] distance station, which would only be used by trains run- ing this phase, referred to as the preliminary project, ning on the new line. The connection to the existing the design of the building was repeatedly changed. The Kassel Hauptbahnhof would be carried out by shuttle Dietrich, Waning, Guggenberger bureau was also con- tracted to design the ramp halls and the parking deck and trains. In the course of further planning between 1979 and 1986 it became clear that the existing Kassel Haupt- the Schuck architectural bureau was included for the de- sign of equipment.[12] bahnhof would lose its function as central rail hub to the new Wilhelmshöhe station and the Kassel Hauptbahnhof On 10 September 1984, the planning decision for the area would tend to be used mainly by traffic to and from that of the station was adopted (zoning section 12.5 of the new area.[7][12] line). This decree—coinciding with that on the adjacent section 12.4—concluded the planning approval process for the 111 km long central section of the new line.[17] 1.5.3 Architectural competition and planning of the Deutsche Bundesbahn arranged for the immediate imple- entrance building mentation of the zoning section.[18] At the beginning of March 1985, the city and Deutsche Bundesbahn agreed on the design of the station and its transport links. Particularly controversial was the desire of Deutsche Bundesbahn for the development of long ramps to the platforms so that cars could reach the tracks.[14] During the planning phase, the client was finally convinced of the necessity of stairs to connect to the platforms as well. The station would be fully accessible as a result of the ramp concept.

1.5.4 Construction

The construction of the new station under traffic required elaborate equipment at the site as it had to be rebuilt as Southern end of the platform, behind an ICE departs construction progressed.[19] The topping out ceremony of the station canopy, which marked the completion of the structural work on the en- tire new line, took place on 18 January 1990.[20] The construction costs amounted to around 300 million marks (about €153 million).[21] The construction costs of the new line in the Kassel node were estimated at DM 60 million per kilometre. Costs on the line between Kassel and Fulda were DM 32 million per kilometre.[22]

1.5.5 Design

Kassel-Wilhelmshöhe station is a through station with four platforms and two through tracks in a cutting. It is divided into two halves for the operation of trains. The Platform in Kassel-Wilhelmshöhe two platforms of the west side are served by long-distance trains and the two platforms on the east side by regional The design of the station comes an architectural competi- [7] [13] trains. Two through tracks were created for the freight tion in 1981. This was the first competition to design a trains.[7] The very wide platforms and the upper deck sup- station organised by Deutsche Bundesbahn in around 30 [14][15] ported by two-sided fish-belly rows of columns make the years. middle of the platforms dark and drafty, leading to the The architectural competition was won in 1982 (accord- station being given the nickname of the “palace of a thou- ing to another source: 1981[16]) by the Berlin architect sand winds” (Palast der tausend Winde). 4 1 HISTORY

The platforms are served primarily by a 220 metre-long two-storey entrance building built over the northern ap- proach tracks.[10] From there the ramps and stairs lead down to the platforms. In the southern part of the plat- forms additional stairs and lifts connect to the platforms. This second access is aimed primarily at users of the car park, which has 300 spaces on two levels.[7] The station forecourt in front of the entrance building is an extension of Wilhelmshöher Allee. It is covered by a 90 m-long and 65 m-wide canopy.[7] This rests on 59 irregularly arranged columns,[10] 15 m-high[10] over the forecourt and also projects on the axis of Wilhelmshöher Allee. This serves as the tram and bus stop.

1.5.6 Opening

The station was inaugurated between 29 May and 1 June 1991 as part of a comprehensive, four-day program. On Platform on track 3 in Kassel-Wilhelmshöhe the afternoon of 29 May 1991, Jürgen Kastner, president of the Bundesbahndirektion (railway division) of Frank- furt, symbolically handed the key of an Intercity-Express (ICE) train that was on display to Kassel mayor Wol- fram Bremeier.[23] Numerous personnel, including sev- eral hundred police officers, secured the event.[24] On 30 May promotional ICE services were offered to Fulda and back at special prices. The grand opening of the new station stood in the shadow of the symbolic start of operations on the high-speed rail services in Germany on the same day (29 May). ICE services commenced on the high-speed line between Hanover and Würzburg over its full length. The fact that Platform in Kassel-Wilhelmshöhe the ICE opening ceremony would take place in Kassel, had already been scheduled at the end of the 1980s.[10] Five ICE trains ran to the new station from Bonn, Ham- burg, Mainz, Stuttgart and Munich[25][26] and reached it at the same time. German President Richard von Weizsäcker symbolically switched the exit signal to green at 12:00 noon and declared high-speed traffic in the Fed- eral Republic of Germany open. The train driver for the first scheduled ICE service (from Hamburg on 2 June at 5:33 AM[21]), Harry Pfaffe, was symbolically handed the key for the train.[25][26] Other opening speeches were given by Federal Transport Minister Günther Krause, Deutsche Bundesbahn executive board chairman Heinz Dürr and Hesse Prime Minister Hans Eichel.[27] 2,500 invited guests from politics and industry celebrated in the station, from which the public had been excluded. An ICE on platform track 2 The five special trains left the station after three hours. Since the station toilets were not initially operable, long lines formed in front of two toilets in the station car park.[21] 5

2 Operational usage [6] Zentrale Transportleitung Mainz, ed. (29 Septem- ber 1972). Neubaustrecke Hannover–Gemünden. Vor- trassierung. Km 125.00 – 149.00 (Plan 410.4101Nv1723) All northbound and southbound InterCityExpress ser- (in German). vices call at the station, with the exception of ICE Sprinter trains. An ICE connection also exists on the line to Erfurt [7] Michael Bergholter, Günter Klotz (1987). “Neuer Bahn- and Altenbeken / Dortmund. Regional services are of- hof Kassel-Wilhelmshöhe”. In Knut Reimers, Wilhelm fered to Frankfurt Hbf, Hagen, Erfurt, Bad Hersfeld, Linkerhägner. Wege in die Zukunft. Neubau- und Aus- and Kassel Hauptbahnhof where regional trains baustrecken der DB (in German). Darmstadt: Hestra Ver- depart for Göttingen and Halle among others. lag. pp. 159–164. ISBN 3-7771-0200-8. The station is also served by two lines of the new [8] Helmut Weber, Walter Engels, Helmut Maak (1979). RegioTram system, the new light rail system of Kassel. “Die Neubaustrecke Hannover–Würzburg”. Eisenbahn- These two lines terminate at Treysa or Melsungen respec- technische Rundschau (in German) 28 (10): 725–734. tively. [9] Ausbauprogramm der Deutschen Bundesbahn (DB), Neubaustrecke Hannover–Würzburg (letter, file no. P 6 - 93 c 08 - 05 a') (in German). Kassel region. 21 November 2.1 Long distance 1975. pp. 7 f.

* to Köln Messe/Deutz tracks 11/12; five minutes longer to [10] “Endspurt für den Schnellverkehr: Kassels neuer Bahnhof Hauptbahnhof wächst”. Die Bahn informiert (in German) (5): 4–7. 1989. [11] Edmund Mühlhans, Georg Speck (1987). “Probleme der Kopfbahnhöfe und mögliche Lösungen aus heutiger 2.2 Local services Sicht”. Internationales Verkehrswesen (in German) 39 (3): 190–200. ISSN 0020-9511. * R1, RT3 and RT4 operate only from Kassel Hauptbahn- hof [12] “Jahresrückblick 1991 der Deutschen Bundesbahn”. Die Bundesbahn (in German) 68 (1): 54. January 1992. ISSN The station is also served by and RegioTram Kas- 0007-5876. sel. [13] Bund Deutscher Architekten / Deutsche Bahn AG / Förderverein Deutsche Architekturzentrum, ed. (1996). Renaissance der Bahnhöfe: Die Stadt im 21. Jahrhundert 3 Notes (in German). Wiesbaden: Vieweg-Verlag. pp. 86–89. ISBN 3-528-08139-2.

[1] Jochen Lengemann (1991). “Augen-Blicke. Zwölf zu [14] “Herkules hat geholfen”. Süddeutsche Zeitung (in Ger- Geschichte des Bahnhofs Wilhelmshöhe und ein Plan”. In man) (124). 1–2 June 1991. p. 15. ISSN 0174-4917. Walter Engels. Mitten in Deutschland. Bahnhof Kassel- Wilhelmshöhe (in German). Darmstadt: Hestra-Verlag. [15] Udo Langner (1991). “Die Odysee einer Bahnhofspla- pp. 11–21. ISBN 978-3-7771-0235-1. nung”. In Walter Engels. Mitten in Deutschland. Bahnhof Kassel-Wilhelmshöhe (in German). Darmstadt: Hestra- [2] Werner Siegloch (1991). “Der öffentliche Nahverkehr Verlag. pp. 49–72. ISBN 978-3-7771-0235-1. am Bahnhof Wilhelmhöhe”. In Walter Engels. Mitten [16] “Bahnhof Kassel-Wilhelmshöhe”. Renaissance der Bahn- in Deutschland. Bahnhof Kassel-Wilhelmshöhe (in Ger- höfe. Die Stadt im 21. Jahrhundert (in German). Vieweg man). Darmstadt: Hestra-Verlag. pp. 109–118. ISBN Verlag. 1996. pp. 86 f. ISBN 3-528-08139-2. 978-3-7771-0235-1. [17] Kurzinformation Nr. 4/84 (in German). Frankfurt: [3] Kurzprotokoll über das Informationsgespräch zwischen Deutsche Bundesbahn, Projektgruppe H/W Mitte. 5 Oc- Vertretern der Deutschen Bundesbahn, der Regionalen Pla- tober 1984. (2 A4 pages) nungsgemeinschaften Nordhessen, Osthessen und Unter- main sowie der Landesplanungsbehörden am 9. September [18] “Fortschritte in Berg und Tal”. Die Bahn informiert (in 1971 in Wiesbaden (file no.: III B 31 –93e 08/05-561/71) German) (2): 7. 1985. (in German). Wiesbaden: Hessian Prime Minister – State Chancellery. 18 September 1971. [19] Bredthauer / Hasselmann. [20] Konrad-H. Naue, Bringfried Belter. “Endspurt für die [4] “Bahnhof Fulda wird mit Verbindungskurve an die DB- Neubaustrecken Hannover–Würzburg und Mannheim– Schnellstrecke angeschlossen”. Fuldaer Zeitung (in Ger- Stuttgart”. Die Bundesbahn, Yearbook 1990 (in German) man). 15 September 1973. 10: 937–940.

[5] Zentrale Transportleitung Mainz (ed.). Neubaustrecke [21] “Mit gebremster Kraft in ein neues Bahnzeitalter”. Hannover-Gemünden (Plan 410.4101Nv101) (in Ger- Süddeutsche Zeitung (in German) (123). 31 May 1991. man). p. 64. ISSN 0174-4917. 6 5 EXTERNAL LINKS

[22] Dieter Goebel, Klaus Marten (1984). “Die Neubaus- trecke im Bahnhof Fulda – Planung und Realisierung der Kreuzungsbauwerke Mitte und Nord”. Die Bundesbahn (in German) 60 (10): 739–746. ISSN 0007-5876.

[23] “Kassel ist jetzt in der ersten Liga”. Hessische Allgemeine Zeitung – Kasseler Zeitung (in German) (123). 30–31 May 1991. p. 13.

[24] “Verspätung zum ICE-Start”. Hessische Allgemeine Zeitung – Kasseler Zeitung (in German) (123). 30–31 May 1991. p. 8.

[25] “Bundespräsident Richard von Weizsäcker gab Startsignal für den InterCityExpress”. Die Bundesbahn (in German) (7/8): 817 f. 1991.

[26] Dieter Eikhoff (2006). Alles über den ICE (in German). Stuttgart: transpress-Verlag. pp. 63–96. ISBN 978-3- 613-71277-5.

[27] “Grün-Signal für neue ICE-Züge”. Hessische Allgemeine Zeitung – Kasseler Zeitung (in German) (123). 30–31 May 1991.

4 References

• Walter Engels, ed. (1991). Mitten in Deutschland. Bahnhof Kassel-Wilhelmshöhe (in German). Darm- stadt: Hestra-Verlag. ISBN 978-3-7771-0235-1.

5 External links

• “Track plan for Kassel-Wilhelmshöhe” (in Ger- man). Retrieved 1 April 2014.

• “Representation of the track layout, with some per- missible speeds and signals”. OpenRailwayMap. Retrieved 1 April 2014. 7

6 Text and image sources, contributors, and licenses

6.1 Text

• Kassel-Wilhelmshöhe station Source: http://en.wikipedia.org/wiki/Kassel-Wilhelmsh%C3%B6he%20station?oldid=640897676 Con- tributors: LMB, Mboverload, Nutmegger, D6, Discospinster, Sladen, Markussep, Doco, Jared Preston, RussBot, Grahamec, Thijs!bot, The Anomebot2, LordAnubisBOT, GrafBrotula, Bigbug21, GrahamHardy, Tesscass, AlleborgoBot, SieBot, DerBorg, Addbot, Sebastian scha., Bermicourt, Yobot, Ptbotgourou, Xqbot, TechBot, Erik9bot, Jonesey95, EmausBot, BG19bot, Kennethaw88 and Anonymous: 4

6.2 Images

• File:2004-08_Bahnhof_Kassel-Wilhelmshöhe_GNU_FDL_Sicherlich.jpg Source: http://upload.wikimedia.org/wikipedia/commons/ e/e2/2004-08_Bahnhof_Kassel-Wilhelmsh%C3%B6he_GNU_FDL_Sicherlich.jpg License: CC-BY-SA-3.0 Contributors: Originally from de.wikipedia; description page is/was here. Original artist: Original uploader was Sicherlich at de.wikipedia • File:Commons-logo.svg Source: http://upload.wikimedia.org/wikipedia/en/4/4a/Commons-logo.svg License: ? Contributors: ? Original artist: ? • File:Db-402009-01.jpg Source: http://upload.wikimedia.org/wikipedia/commons/0/0f/Db-402009-01.jpg License: CC BY-SA 2.0 de Contributors: Own work Original artist: K. Jähne • File:KS_Bhf_WHoehe_ICE.JPG Source: http://upload.wikimedia.org/wikipedia/commons/3/3d/KS_Bhf_WHoehe_ICE.JPG License: CC BY-SA 3.0 Contributors: Own work Original artist: KarleHorn at de.wikipedia • File:KS_Bhf_WHoehe_Sued.JPG Source: http://upload.wikimedia.org/wikipedia/commons/6/6d/KS_Bhf_WHoehe_Sued.JPG Li- cense: CC BY-SA 3.0 Contributors: Own work Original artist: KarleHorn at de.wikipedia • File:Kassel_Bahnhof_Wilhelmshoehe_01.jpg Source: http://upload.wikimedia.org/wikipedia/commons/2/2d/Kassel_Bahnhof_ Wilhelmshoehe_01.jpg License: CC BY-SA 2.5 Contributors: selbst fotografiert SP-550 UZ Original artist: Ra Boe • File:Kassel_Bahnhof_Wilhelmshoehe_02.jpg Source: http://upload.wikimedia.org/wikipedia/commons/1/1a/Kassel_Bahnhof_ Wilhelmshoehe_02.jpg License: CC BY-SA 2.5 Contributors: selbst fotografiert SP-550 UZ Original artist: Ra Boe

6.3 Content license

• Creative Commons Attribution-Share Alike 3.0 Fulda station

Fulda station (IATA: ZEE) is an important transport February 1974, two other variants were introduced into hub of the German railway network in the east Hessian the discussion in June, 1976. Under Option II, the new city of Fulda. It is used by about 20,000 travellers each line would also have bypassed Fulda to the west with a day.[2] It is classified by Deutsche Bahn as a category link between the new line and the station at Neuhof. Un- 2 station.[1] It is a stop for Intercity-Express, Intercity der Option III (which was later substantially realised), it services and regional services. The original station was was proposed that the new line would be built along the opened as part of the Frankfurt–Bebra railway in 1866. existing line between Niesig and Bronzell. In 1976, DB This was destroyed during the Second World War and re- adopted Option III and it was approved by the regional built after the war. The station was adapted in the 1980s planning process in Fulda, which was completed in July for the Hanover–Würzburg high-speed railway. 1978.[3][4][5] Under the operating concept adopted the tracks of the new line and the North-South line run parallel in the same 1 Connecting lines direction on either side of the station platforms, allowing easy transfers between the two lines. The tracks of the Fulda is situated on the North-South line (Nord-Süd- new line were built in the middle of the tracks through Strecke) and the Hanover–Würzburg high-speed line and the existing through station, on either sides are the tracks is an important interchange point between local and long of the north-south line. All existing tracks had to be distance traffic. The term 'North-South line' refers to the rebuilt for this work, including the bridges of intersect- Bebra-Fulda line north of Fulda, Kinzig Valley Railway ing roads and water systems. Overall, between 1984 and and Fulda-Main Railway in the south. The Vogelsberg 1991 (according to a planning document in about 1988), Railway connects to the hills of the Vogelsberg in the there would be 89 construction stages with 28 intermedi- west, and the Fulda–Gersfeld Railway (Rhön Railway) to ate track layouts, during which the operation of passenger Gersfeld in the Rhön Mountains in the east. and freight through the station was to be fully maintained. In 1985 a new central signal box went into operation. The relocated tracks on the north-south line towards Frank- 1.1 New line furt went into operation in December 1986; the tracks towards Göttingen followed in October 1987. At the end of 1987, railway construction began on the new line to Kassel.[6]

2 Station building

At the opening of the Frankfurt–Bebra railway to Fulda, the city received a station building that was of an appro- priate size for those times, but architecturally conven- tional, in the Rundbogen style. It had a two-storey cen- tral section, attached to two single-storey wings, which were in turn, each attached to a two-storey corner pavil- A special train at the opening of the high-speed line at the end of ion. This building was destroyed in the Second World May 1988 War in 1944.

The planning of the Hanover–Würzburg high-speed line A massive new building was built on the foundations of originally envisaged a western bypass of Fulda, with the the former station building between 1946 and 1954 to a city connected with the new line through links to the ex- design by architects Schiebler & Helbich. This is domi- isting line at Maberzell and Kerzell. This route, called nated by a central, glass-enclosed lobby. Option I, was discarded in the mid-1970s. In the con- During the construction of the Hanover–Würzburg high- tinuation of the regional planning process for the Körle– speed line in the 1980s, Fulda station was redesigned. Bavarian/Hessian border section, which had started in Bahnhofstrasse, the street on the southwest side of the

1 2 7 REFERENCES station, was lowered to the station’s basement level and a running each way non-stop in the early morning and the new entrance area was created, so that the pedestrian tun- evening of each working day and Sunday evening) run nel running under the tracks now emerges at ground level. through the station without stopping. Due to this lowering of the station forecourt, the entrance building now appears higher and more monumental than it did originally. A central bus station was created south- 5 Local services west of the station building on the same level as the plat- forms. 6 Notes

3 Station facilities [1] “Stationspreisliste 2015” [Station price list 2015] (PDF) (in German). DB Station&Service. 15 December 2014. Retrieved 1 January 2015. The passenger station has ten continuous through tracks, seven of which are used for passenger services, another [2] “Mitten im Leben”. Frankfurter Rundschau (in German). two are used as through tracks for non-stopping trains. Retrieved 1 December 2011. Track 10 is used as a siding for a rescue train for the high- [3] Bereich Hessen, Bundesbahndirektion Frankfurt(M), ed. speed line that is stationed in Fulda. There are also three (c. 1975). Neubaustrecke Hannover-Kassel-Würzburg: terminal tracks, which are only accessible from the north Information 1 (in German). Deutsche Bundesbahn. p. and mainly serve services on the Vogels- 10 (brochure, 12 pages) berg line and on the line to Gießen. [4] Bundesbahndirektion Frankfurt (Main), Dezernat 42N, South of the passenger railway station there is a freight ed. (c. 1976). Neubaustrecke Hannover–Würzburg: yard, which was formerly important for express freight. Raum Fulda. Information (in German). Deutsche Bun- Today it handles very little freight. Until the late 1990s, desbahn (brochure, 16 pages) containers were transhipped there. [5] Projektgruppe H/W Mitte der Bahnbauzentrale, ed. Two platform tracks have been installed for the new line (n.d.). Neubaustrecke Hannover – Würzburg, Planungs- between the tracks used by the north-south line. Between bereich Mitte, Planungsabschnitt (PA) 17: Stadtbereich the new line tracks there is a passing track for traffic not Fulda (in German). Frankfurt am Main: Deutsche Bun- stopping at the station. While platform 1 is reserved for desbahn (brochure, 6 A4-pages) regional transport, the two island platforms to the west, each have one face on the new line and one on the old line, [6] Projektgruppe NBS Frankfurt der Bahnbauzentrale, ed. with the tracks facing each platform running in the same (c. 1988). Fulda – Umbau der Bahnhofsanlagen (in direction to facilitate the transfer of passengers between German). Frankfurt am Main: Deutsche Bundesbahn (brochure, 6 A4 pages) trains.[7] Close to the station to the southwest and northeast are [7] Projektgruppe Hannover–Würzburg Mitte der Bundes- tight curves with radii of 600 and 675 m.[5] This limits bahndirektion Frankfurt (ed.). Die Neubaustrecke Hannover–Würzburg. Der Abschnitt Kassel–Fulda (in speed to 100 km/h, even for trains that are not stopping. German). Deutsche Bundesbahn. pp. 13 f (brochure, 46 Due to spatial constraints that speed could not be raised p., situation: October 1984) as part of the building of the new line.[8] [8] Helmut Weber, Walter Engels, Helmut Maak (1979). “Die Neubaustrecke Hannover–Würzburg”. Eisenbahn- 4 Rail services technische Rundschau (in German) 28 (10): 725–734. [9] Peter Goette (2011). Leichte F-Züge der Deutschen Bun- desbahn (in German). Freiburg: EK-Verlag. ISBN 978- 4.1 Long-distance traffic 3-88255-729-9.

Due to its location on the north-south line, numerous fast [10] “SPD-Fraktion für die Variante III”. Fuldaer Zeitung (in trains ran through the station (often stopping) for many German) (264). 12 November 1977. p. 13. decades, including well-known services of the postwar period, such as the Blaue Enzian, which ran between Hamburg and Munich.[9] In 1977, there were about 320 7 References trains each day.[10] Most long distance trains that use the Hanover–Würzburg • Landesamt für Denkmalpflege Hessen, ed. (2005). high-speed line stop at Fulda station. Only the Intercity- Eisenbahn in Hessen. Kulturdenkmäler in Hes- Express trains of lines 20 and 22 (Hamburg–Frankfurt– sen. Denkmaltopographie Bundesrepublik Deutsch- Stuttgart/Basel) and the ICE-Sprinter line between Berlin land (in German) 2.1. Theiss Verlag Stuttgart. p. and Frankfurt (this a premium service with one service 322. ISBN 3-8062-1917-6. 3

8 External links

• “Fulda station track plan” (PDF, 319 kB) (in Ger- man). Deutsche Bahn. Retrieved 1 December 2011. 4 9 TEXT AND IMAGE SOURCES, CONTRIBUTORS, AND LICENSES

9 Text and image sources, contributors, and licenses

9.1 Text

• Fulda station Source: http://en.wikipedia.org/wiki/Fulda%20station?oldid=632440772 Contributors: Docu, Klemen Kocjancic, Qui1che, D6, Markussep, Grutness, Denis.arnaud, Doco, Tim!, RussBot, SmackBot, Chris the speller, $traight-$hoota, Agathoclea, Grahamec, Erik Baas, Arsenikk, Severo, GrahamHardy, TXiKiBoT, PixelBot, Addbot, Bermicourt, Starbois, Mcoupal, Erik9bot, BattyBot and Anonymous: 2

9.2 Images

• File:Commons-logo.svg Source: http://upload.wikimedia.org/wikipedia/en/4/4a/Commons-logo.svg License: ? Contributors: ? Original artist: ? • File:Db-402009-01.jpg Source: http://upload.wikimedia.org/wikipedia/commons/0/0f/Db-402009-01.jpg License: CC BY-SA 2.0 de Contributors: Own work Original artist: K. Jähne • File:Inaugural_train_Fulda_1988-05-28.jpg Source: http://upload.wikimedia.org/wikipedia/commons/3/35/Inaugural_train_Fulda_ 1988-05-28.jpg License: Attribution Contributors: Provided by the author for Wikipedia Original artist: Kilian Salzer

9.3 Content license

• Creative Commons Attribution-Share Alike 3.0