was the last post it to the Gotthard Base Tunnel. It was clear that this will be many billions of Euros, a century project to significant restrictions in a position to meet the traffic expectations.
The last post considerations are now on the New Wendlingen - Ulm to be transferred.
The New Wendlingen - Ulm has a length of 58 kilometers. The speed of the ICE is assumed at 250 km / hr. On one part of the pitch range of the Swabian Alb, ICE, the 250 km / h can not quite reach. This effect is neglected for the following calculation.
freight trains now and in the future 80 to 100 km / h fast. While the calculation for the Gotthard Base Tunnel in the last post a speed of freight trains at 100 km / h was adopted (Gotthard Base Tunnel = flat track), can be used for new Wendlingen - accepted Ulm only a speed of 80 mph. Because this track is very steep, steeper than the remaining Geislinger platforms and on this slope, the freight trains are not 100 mph.
The freight trains run at Wendlingen coming over the so-called Little Wendlinger curve of Plochingen ago, on the new line. At an average speed of 80 km / h require freight trains for the 58 kilometer route 43 minutes. In the course of the route there are no alternatives.
ICE need for the 58 kilometer route a driving time of 16 minutes. In this case, stopping at the station of Ulm with a deceleration of 0.5 m / s ² is considered.
The roadmap is intended for the new line a half hour in the ICE market. Suppose that an ICE enters at minute 00 in Wendlingen on the new line. This ICE is then at minute 16 in Ulm. A freight train could not earlier than at minute 05 as Folgezug on Small Wendlinger curve to the Enter new route. This freight train is then at minute 48 in Ulm. The next ICE runs at minute 30 on Wendlingen in the new line. This ICE is at minute 46 in Ulm. But wait! At that minute of the first moving freight train is still on the track. The ICE can be that at minute 46 not in Ulm. Rather, the ICE wait behind the freight train on the free section.
We have the same operating conditions as would occur for the 250-km / h traffic in the Gotthard base tunnel: the ICE runs on the freight train. In other words, freight trains on the New Wendlingen - Ulm no place.
This is all the more so as so far only the two ICE per hour and direction have been taken into account. The country wants to BW but operate on the new line and regional services and as an IRE at 160 km / h over Ulm to Lindau lead. This would actually IRE between the ICE space, because its speed of 160 km / h is closer to the 250 km / h, the ICE than the speed of freight trains.
On another matter, is how often the drive IRE can. In the new Nuremberg-Ingolstadt, a suitable offer is only every two hours down. This leads to partially full. The reason for the two-hour intervals, is that the route of the tunnel rates ranging new Nuremberg-Ingolstadt are so high that the Free State of Bavaria as a buyer of regional traffic to the hour on this route can not even afford. Why this should be in the tunnel even richer New Wendlingen - Ulm later be a different way?
But let us return to the freight trains. On non-facts and check under the conciliator Heiner Geisler freight trains over the New Wendlingen were - yes, the topic of Ulm. There has been lifted but only that because of the steep slopes of the new line of freight can hardly take place.
It only so-called light freight trains to travel, so freight trains with a limited towing capacity and thus with relatively few cars. Whichever is stop a freight train in the middle of the pitch route in case of trouble. Then be the engine must be able to put the freight train from the state moving again.
When property and fact check was just so stressed that the so-called light freight trains are unrealistic and uneconomic and therefore can be expected on the new line in the future no freight. not emphasized enough was the aspect that the freight train traffic because of the lack of performance is not the route possible. The lack of capacity of the line in turn results from the large difference in speed between ICE and freight trains and the lack of passing places along the route.
could Only minor freight trains during the night hours without ICE traffic from zero to five Clock clock, operating on the new line. During this time, however, the Filstalbahn has enough spare capacity. And access charges are much cheaper than the Filstalbahn access charges on the new line. Therefore, no freight railroad operator's freight trains at night (which also would have to be very short) to send the new line.
Then there is the option of future fast freight trains that can travel as fast as ICE, because they have a streamlined fairing like the ICE. Nothing indicates, however, that the freight trains in the foreseeable future a reality and that they can provide a substantial part of freight transport.
Conclusion: The New Wendlingen - Ulm is inadequate in many respects for the carriage of goods. The scheduled for the economic evaluation of the new route freight trains would have to be immediately taken out again from the feasibility study. In order for the new line is uneconomic.
Further Conclusion: The New Wendlingen - Ulm solves the problems of the corridor Stuttgart - Ulm in any way. It offers no solution for mobility at acceptable prices. It offers no solution to freight, it offers no solution to the noise problems in the Neckar and Fils, it offers no solution for S-Bahn Plochingen - Göppingen. It is therefore imperative that alternative approaches to New Wendlingen - Ulm discussed
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