image
iDBl NETZE
Scope of traffic
i
I
Scope of traffic
New Dresden - Prague line
DB Netz AG
Regional Unit South East
infrastructure development I.NM - SO - E
7 January 2016

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Contents
1 Requirement description
1.1 Reason for and traffic objective of the measure
1.2 Location on the network
2 Presentation of the target traffic Status
2.1 Target operating Programme train numbers (by route)
2.2 Illustration of traffic ffows through relevant hubs
2.3 Operating programme/specimen passenger trains
2.4 Operating program/Typical freight trains
2.5 Shunting, train formation and private sidings
2.6 Other information on the target operating programme
3 Infrastructure requirements (fines and hubs)
4 Current operating quality and efficiency of the existing infrastructure
4.1 Quality of existing Operation
4.2 Efficiency for the current operating programme
4.3 Efficiency for the target operating programme
5 Infrastructure configuration proposals
6 Demonstration of the benefit of the requirement
7 Effectiveness of the offer from the customer's point of view
8 Details of the author
9 Annexes
10 Signature page
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1 Requirement description
1.1 Reason for and traffic objective of the measure
The (Berlin) - Dresden - Prague rail link forms part of the Orient/East-Med (OEM) core network
corridor of the Trans-European Transport Network TEN-T, as revised in 2014. The OEM study
commissioned by the European Commission shows the existing line in the Elbe Valley and the
Bad Schandau/Czech Republic border crossing as a potential bottleneck in the long term. The
"Connecting Europe Facility" has recommended more extensive studies on the removal of this
potential bottleneck and connecting the capitals of Berlin and Prague with a high-speed line.
The State of Saxony has been working on alternative routes to avoid this bottleneck for several
years. In this connection, the State of Saxony, the Czech Republic and various planning consul-
tancies have been preparing the EU-subsidised study of "Pre-planning Services for the new
Dresden - Prague railway line". DB Netz AG has been involVed in the regulär advisory group
meetings as an infrastructure manager.
The study includes consideration of context focussing on legal, technical, geological, hydrologi-
cal and environmental aspects of a cross-border route outside the Elbe Valley.
The object is both the establishment of express (Berlin - ) Dresden - Prague passenger Ser¬
vices, the transfer of most of the express freight traffic out of the Elbe Valley on to the new line
and the creation of additional cross-border rail capacity to South-East Europe via Germany and
the Czech Republic.
This could produce various long-term effects such as a reduction in express passenger journey
times, greater capacity for passenger and freight traffic, a reduction in noise on the existing line
in the Elbe Valley and a flood-proof route.
A timetable study is to be produced for the new route, in addition to the technical focuses al-
ready covered by the study.
1.2 Location on the network
Table showing the operating locations probably affected
Abbreviation from CG 100
Place name (operating location)
D 623
Heidenau-Süd junction (working designation)
DGOS
Goes yard (working designation)
DXGO
DB/SZDC boundary
XTUH
Üsti nad Labem
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Pl^SDbN
i,
Okr.'. i.l
• ytrv,"
;.¦ r
NOS
OrosdoM-PfAfl
De^in hlavn! nddraZi
Usi nnd Labom
Ti' [! ce v
Cechach
v Pirna
Teplice'V
Üsti nad Labern
Litomefice
Lovosice^
Dresden
©OfflÖgsGDOsffilQa
heutige Elbtalstrecke
geplante Neubaustrecke
Dec n
CK
./kMelnik
ISspiifeDBGsöü
Fig. 1-1 General plan of the Dresden - Üsti n.L section of the new line (source: Saxony Ministry of the Economy,
Employment artd Transport (SMWA])
Fig. 1-2 Position of the Heidenau - Üsti n.L. section of the new line (shown in red) (Map: DB Netz AG)
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2 Preseiiitation of the target traffic Status
2.1 Target operating Programme train numbers (by route)
Actual day/night operating programme train numbers by route
Up
Down
Abbreviation from
GG 100
SPFV
SPNV
SGV
SPFV
SPNV
SGV
s
o
o
o
fN
fN
o
VD
o
1
o
o
fN
fN
o
vp
o
1
ö
o
fN
fN
vb
o
i
o
o
fN
(N
o
0
vb
1
o
o
IN
fN
o
vb
o
i
o
o
fN
fN
0
o
vb
1
c
(U
c
E
o
1
O
O
O
O
1
O
o
o
fN
o
(N
a
1
O
o
fN
o
(N
n
1
O
o
o
fN
(N
«
1
O
o
o
o
fN
fN
ns
1
O
o
o
fN
—1
u.
H
VD
rsj
VD
H
VD
H
VD
h-
KD
fN
H
6240
Dresden
Main
Station
Dresden -
Reick
carriage
sidings
35
5
40 11 2
13*
50
18 68
35 5
40
11
2
13*
54 19 73
6240
Dresden -
Reick
carriage
sidings
D 623
(Hei¬
denau-
Süd junc-
tion)
14 2
16 11 2
13*
50
18
68
15
1
16
11 2
13*
54
19 73
6240
D 623
(Hei¬
denau-
Süd junc-
tion)
Pirna
0
0
0
11
2
13*
2
1
3
15
1
16
11 2
13*
2
1
3
7819**
D 623
(Hei¬
denau-
Süd junc-
tion)
DB/SZDC
boundary
14 2
16
0
0
0 48 17 65 15
1
16
0
0
0 52
18
70
Source oftrain numbers: Study of acceleration of Dresden - Prague and Munich - Prague rail Services (2010)" and
Forecast for 2025 from the revision of requirements (as at week 41/2014) and Specification for preparation of the
timetable study (SMWA 2015); *of which 5 light running/empty Coaching stock (ECS) movements; **Working designa-
tion
The forecast for 2025 from the revision of requirements of the 2003 Federal Transport Infra-
structure Plan does not assume the new line. For this reason, the transfer of traffic flows from
the Study of acceleration of Dresden - Prague and Munich - Prague rail Services (issued by
BVU in 2010) has been used. The traffic requirements of a new Dresden - Bad Schandau -
Üstf n. L. RegionalExpress (RE) line have also been considered by the Saxony State Ministry
for the Economy, Employment and Transport (SMWA).The RegionalExpress represents a re-
placement for the loss of express trains through the Elbe Valley, providing a fast connection be-
tween Dresden, Pirna, Bad Schandau, Decln and Üsti n.L. which cannot be provided by the
rapid transit system.
2.2 Illustration of traffic flows through relevant hubs1
Figs. 2-1 and 2-2 show the passenger lines to be considered within the scope of examination of
the Dresden - Üsti n.L. ( - Prague) passenger lines, on the German and Czech sides.
At the Dresden Hbf hub, only lines used in the direction of Heidenau are shown. Isolated sea¬
sonal trains on line SE 19 Dresden Hbf - Heidenau - Kurort Altenberg and the "Vanocni Kome-
ta" Üsti n.L. - Dresden Hbf workings are not shown.
^ubs: stations and junctions at which at least two routes are linked. See CG 405.0102 for a comprehen-
sive definition.lnfrastructure Development must decide whether hubs are relevant by agreement with the
infrastructure planner (and any other units involved).
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Liniengrafik des Schienenpersonenverkehrs
(in Tschechien sind nur die Verkehre v/n Deutschland dargestellt)
Dresden
Hbf
, „SB 71 {60')'
S 2 (30 ) x
| Bad
I Schandau
28(120')
Schöna
EC/ICE 27 Hamburg - Berlin - Praha - Budapest (60760')
S 1 Meißen Triebischtal - Bad Schandau (-Schöna) (30760'
S 2 Dresden Flughafen - Pirna (30730')
RE 20 Dresden Hbf - Pirna - Decln hl.n. - Üsti n.L. (1207120 )
U 28 Rumburk - Bad Schandau - Decln hl.n. (1207120')
SB 71 Pirna - Neustadt (Sachs) - Sebnitz (Sachs) (60760')
SB 72 Heidenau - Altenberg (Erzgeb) (60760')
Abb. 2-1 Diagram of passenger train workings between Dresden and Üsti n.L.
Abb. 2-2 Diagram of passenger train workings at the Üsti n.L. hub
llnkoveho vedeni, varlanta A
Irmlce
Koitov
BiÄVia ¦ OilCO iUO )
Ex WleruBudaptsl • Praha • Berlin . Hamburk (60 /60 )
R Praha . Moat (. Cheb) (SOVSO-)
R Praha. DMln (1207120)
R Üsll nad Labam-Ulxiroc (1207120 )
Sp llnka U5I Üsti nad Labem > Most • Chomulov (3 piry/den)
RE20 Dresdan • Üsti nad Labom (2 piry/don)
Os Inka U1 046ln -Most (-Chomulov) (30760 )
OSllnsdLit»m
tapad
ÜSl| nad Labaro
hlavnl nädrail
Ollin hV".
Rfc20 (2 piry)
R11207120)
Os (30700)
R (1207120)
Oii'i'n vychod
Os (12072M)
R Üsll nad Labem -KoKn (1207120 )
RE20 Dresden • ÜsU nad Ubem - Lllometlce mislo (1 par/den|
Os llnka U4 Üsll nad Labem • Hnevlce ¦ Praha (30 /60')
Os Inka US Üsti nad Labem • Bllna (607120 )
Os llnka U7 Üsll n.L.^I/ekov-OMIn hl.n. (1207240 )
0» Inka U32 Üsll nad Labem ¦ LysA nad labom (607120)
0» (307(0)
H (1207120)
Lovovlct
Obll nad Libftr.Strskcv
OJ (607120)
R (120/120)
Rr?n(i f»(|
I • Lifomdffce
R (JOTM)
E. (607(0)
P/t hl
Ca (60 .-60 |
Schema
Icplld
O« (30/80)
R (30/60)
Splipiry)
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2.3 Operating programme/specimen passenger trains
Trains have been entered in the timetable study on the basis of the numbers under no, 2.1 with
the frequencies, stopping patterns and configurations shown in the table.
Line
Route
Number of
trains per
day and di¬
rection
Timetable paths
per hour and
direction
Stopping pat¬
terns in the area
considered
Train configura-
tion
EC 27
Berlin - Prague
16
1
Dresden-
Neustadt, Dres¬
den Hbf
Class 183 + 9
coaches;
Vperm=200 km/h
ICE 27
Berlin - Prague
Alternative
2x class 406
Vperm=300 km/h
RE 20
Dresden - Üstf
n. L. hl.n.
8
0.5
Dresden Hbf,
Pirna, Bad
Schandau, Decin
hl.n., Üstl n. L.
hl.n.
Class 189 + 4
coaches;
vperm=140 km/h
ICE 50,
IC 17,
55
Dresden Hbf -
Dresden - Reick
carrlage sidings
24
2.5
Various
As in the 2018 express plan, line 27 operates at an hourly frequency with clockface arrival and
departure times of:
Dresden Hbf arr. xx.04/dep. xx.07 -> continuing towards Prague
Dresden Hbf arr. xx.55/dep. xx.58 -> continuing towards Berlin.
The Upgrade of the Berlin - Dresden line to 160 km/h has been assumed, but not the reconnec-
tion of the Dresden line to the southern outer ring in Berlin. If this project and the Upgrade to 200
km/h come to fruition, the reduction in journey time could have an effect on times in the direction
of Prague. As the precise reduction in the journey time is not yet known, it has been ignored for
the purposes of the timetable study.
Alternative consideration of Operation of ICE 3 (instead of EC) stock on express line 27 is justi-
fied because the Czech Republic is planning its connecting line between Ustf n.L. and Prague
for 300 km/h (with the option of 350 km/h), making the use of high-speed trains (instead of just
EC stock) on the Berlin - Prague mute (via the new Heidenau - Üstf n.L. line) no less probable
than the use of locomotive-hauled EC trains.
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Fig. 2-3 Local and express traffic network (partially commissioned Upgrade stage Dresden - Üsti n.L ) new line
I Additionai Information on the passenger train operating Programme
At the operating locations which are not shown here, there are no supplementary traffic re-
quirements in respect of connections, clockface/hubs with connections in one direction and/or
coupling (Splitting, joining, adding or removing stock).
Supplementary passenger traffic requirements at the Dresden Hbf operating location
Connections
Requirements remain unchanged.
No requirements
Requirements changed as follows:
RE 20 20 Dresden - Üsti n.L connects with EC 27 to/from Berlin
Clockface/hubs with connec¬
tions in one direction
Requirements remain unchanged.
No requirements
Requirements changed as follows: new RE line 20 Dresden -
Üsti n.L. integrated into the Dresden Hbf on-the-hour clockface hub
Coupling (Splitting, joining,
adding and removing stock)
Requirements remain unchanged.
No requirements
Requirements changed as follows:
Possible splitting/joining of train EC 27 in the direction of Berlin and
.Leipzig
2.4 Operating program/Typical freight trains
The following specimen freight trains (typical freight trains) have been identified on the basis of
the freight trains currently running through the Elbe Valley. The number of trains per day has
been broken down into a daily traffic distribution curve and entered as derived trains/timetable
path per hour on the basis of these specimen freight trains.
Display of typical freight trains in the area covered by the study:
Route
Number of
trains per day
and direction
Timetable paths
per hour and
direction
Traction unit Overall length
Gross weight
vmax and braked
weight percent-
age
Dresden -
Üsti (new
line)
64/70
2
Class 185
619 m, 2285 t
(load 2200 t)
90 km/h, P 60
2
Class 186
719 m, 1884 t
(load 1800 t)
100 km/h, G 80
Dresden -
Decin
3
0.5
Class 180
617 m, 2084 t
(load 2000 t)
80 km/h, P 60
2.5 Shunting, train formation and private sidings
I System sales Situation (train path and facility charging)
N.B.: The potential requirements for the future target Status for System requirements (train path
and facility charging) are described in Section 3 Infrastructure requirements (lines and hubs)
I Shunting and train formation
Goes yard operating location
Purpose of shunting work:
Removal of damaged wagons
Frequency of shunting work/day:
Yet to be quantified
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Shunting traction unit:
Diesel
[El Electric
Length of shunting movement in
m:
50 m
Type of use of shunters' paths
(shunters* path plan)
Shunters' paths are required on both sides.
Local facility requirements (in-
cluding staff paths to/from
work/vehicle):
KNo entry possible
Yes
Miscellaneous:
Possible stabling point for hot box/blocked brake detector
(HOA/FBOA)
I Private sidings (use and siding agreement [IAV])
Kl Requirements for private sidings and their use remain unchanged.
The following changes apply to private sidings and/or their use:
2.6 Other Information on the target operating Programme
3 Infrastructure requirements (länes and hubs2)
The requirements for line and hub infrastructure from a traffic point of view are formulated be-
low. They must be substantiated by the operating programme or a railway Operation (EB-
2Hubs: stations and junctions at which at ieast two routes are linked. See CG 405.0102 for a detailed
definition.
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WU)/timetable study of the actuai and/or target operating Programme on the existing infrastruc-
ture, if the requirements affect efficiency (see also Section 4).
Other parts of the infrastructure: The efficiency of all the parts of the infrastructure for which
no requirements are defined in Section 3 must at least be retained (reversibility, speeds, useful
track length, etc).
1 Line speeds
No changes to the list of maximum line speeds are required.
^ Changes are required due to the following requirements:
A line speed of 200 or 230 km/h should be possible on the new time, to achieve shorter ex-
press passenger journey times.
Confirmation of requirements by EBWU/ timetable study:
£3 The requirements have already been confirmed by an EBWU/timetable study:
The requirements have yet to be identified/confirmed by an EBWU/timetable study.
1 Block sections
^ No requirements for the assumed block sections (train headways) emerge from the operat¬
ing Programme.
The following requirements for block sections (train headways) emerge from the operating
Programme
Confirmation of requirements by EBWU/timetable study:
The requirements have already been confirmed by an EBWU/timetable study or an EB¬
WU/timetable study is not necessary.
£3 The requirements have yet to be identified/confirmed by an EBWU/timetabie study.
I Station Operations
The current Status fulfils the target traffic requirements.
[X] The following requirements emerge: there are no direct effects on the existing stations in¬
frastructure at Dresden Hbf, Dresden-Niedersedlitz and Heidenau. Requirements for these
stations may emerge from the planned operating programme on the new Dresden - Prague
line.
Confirmation of requirements by EBWU/timetable study:
The requirements have already been confirmed by an EBWU/timetable study or an EB¬
WU/timetable study is not necessary.
Kl The requirements have yet to be identified/confirmed by an EBWU/timetable study.
1 Relief loops (emerging from the operating programme)
The current Status (location, number and position) fulfils the target traffic requirements.
Kl The following amended requirements for the location, number and position of relief loops:
there is no Station between Dresden und Üsti n.L with relief loops 740 m long. The re-
quirement for at least one Station with at least one relief loop on both the up and down sides
to implement the operating programme is substantiated in the timetable study.
Confirmation of requirements by railway Operation/ timetable study:
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E The requirements have already been confirmed by the EBWU/timetable study.
The requirements have yet to be identified/confirmed by an EBWU/timetable study.
i Useful track fength (emerging from train length)
The current Status fulfils the target traffic requirements.
S The following requirements emerge:
Abbrevi-
ation
from CG
100
(Possibly
new) line
no(s).
Maximum
overail train
iength
Remarks (priority)
Linked at one or both
ends?
DGOS
(Goes)
3 and 4
740 m
Both
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I Useful platform lengths (emerging from train lengths)3
The current Status fulfils the target traffic requirements.
The foliowing requirements must be fulfilied:
Abbrevi-
ation
from CG
100
(Possibly new)
line no(s).
Maximum train length
from specimen trains
Additional requirements to be fulfilied
from/in Section 2.3 and continuous
automatic train controh
DH
(Dresden
Hbf)
242, 243, 245 and
290 (= platforms 1,
2, 3 and 17)
405 m
Specimen track occupancy
Connections
Clockface/hubs with connections in one
direction ÿ Joining
Continuous automatic train control stop
(from which automatic traction and brak-
ing control follows)
In general, the interchangeability of platforms with each other should be ensured.
1 Shunting Operations
Kl The current Status fulfils the target traffic requirements.
The foliowing requirements emerge:
I System sales Situation (train path and facifity charging)
K Sales are not currently aware of any change in requirements for the target Status,
ö As far as Sales are aware, the foliowing changes emerge:
i Peripheral facilities
K The current Status fulfils the target traffic requirements.
The foliowing requirements emerge:
I Electrification of the lines and Station tracks (15 kV, 16.7 Hz system)
The current Status fulfils the target traffic requirements.
Kl The foliowing requirements emerge: all the tracks on the new line are to be electrified. The
switching point must be installed on as level as possible a Stretch of the Czech section, due
to the more favourable gradients.
I Line category, combined transport loading gauge, inlringement of ioading gauge
Necessary line category: DA (with the Option of E5)
Combined transport loading gauge P/C 80/410
Lines permit infringement of the loading gauge or width: this requirement must be agreed with
the Czech infrastructure manager SZDC within the scope of further planning
ö Loading gauge infringement
Width infringement
3 Also detasls of platform heights and access for regional network stations.
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4 Current operating quality and efficiency of the existing infra-
structure
4.1 Quality of existing Operation
4.2 Efficiency for the current operating programme
Necessity of an EBWU/timetable for the current operating programme on the existing infrastruc-
ture:
Kl EBWU/timetable study is not necessary. Substantiation: new line not currently available
EBWU/timetable study is necessary, will probably be issued by /20
EBWU/timetable study is necessary and already available. Summary of principal results:
4.3 Efficiency for the target operating programme
Necessity of an EBWU/timetable study for the current operating programme on the existing in-
frastructure:
G EBWU/timetable study is not necessary. Gmunds: --
EBWU/timetable study is necessary, will probably be issued by /20
Kl EBWU/timetable study is necessary and already available. Summary of principal results:
see "Timetable study for the new Dresden - Prague line" (issued by I.NM-SO-E, 5 November
2015)
EBWU/timetable studies for the target operating programme on the target infrastructure (to be
examined) are usually only commissioned after definition of the (alternatives for) target infra¬
structure by the infrastructure planners within the scope of issue of the operating project de-
scription (BAst).
5 Infrastructure configuration proposals
Proposals for the configuration of the infrastructure can be made in this section by Infrastructure
Development, as an option.
The infrastructure planner is responsible for binding specification of the target infrastructure (to
be examined), observing the requirements of the scope of traffic (VAst) and reservations of
financeability, feasibility and cost-effectiveness.
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ÜSTl nJd Lnbcm z-ipjd
obvoil osobil nätiraii
niMsdnlnidrail
USrlnad latsmacpad ÜSlI nad Laben aäpad
cbvodvjofcovi nldrail obvod soiadovatlnidrail
ÜSlI nad Ulicm <dpad
obvod Irin ice
ÜSlI nad Lslrc-n hlilli ouvod jlli [
Dcc.'a V/cSorf
] Ü5l| nad Lalwrn-SlroKov
Fig. 5-1 Proposal for the Heidenau Süd - southern tunnel portal section (CZ)
Koäloy
Zjednodusene kolejove Schema, varianta A
| | Dresden
1
ÜSlI nad Laban
hlavri nid'aJj
Lo/oslct
I |
l.itmimi i l Prafia
Fig. 5-2 Proposal for configuration of the Üstl n.L. hub
IM»-II
Bf N<!idnnAU
LbfOoM
Bf Pirna
fr/ ttirittm'i
Vadanto 1
>.|e AusliWi> 'Ji'4
I» I < evi
1 -1
Mp Milrifiiu <JrnUafi3iar
Hin J.a'Oi
Hj Haldtnvj &ad
nm-iaj-ii
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6 Demonstration of the benefit of the requirement
The new Dresden - Prague line will bring a series of positive effects and economic benefits.
The travel time effe cts beiow have been taken from the timetable study of the new Dresden -
Prague line (issued by DB Netz AG, I.NM-SOE on 5 November 2015).
Firstly, passenger travei times between Dresden and Üsti n.L (- Prague) could be reduced
from their current level of around 140 minutes to about 60 minutes. The table below shows the
achievable travel times as a function of various train configurations.
Train configura-
tion
Direction
2015 jour-
ney times
Journey time Dresden - Prague on com-
pletion of the new (ine determined by
BVU (2010)
SUDOP
(2015)
DB Netz
(2015)
EC, locomotive-
hauled train
200 km/h
Dresden Hbf
- Üsti n.L.
64 min
-
-
23.9 min
[ine. 4% Standard
recovery time and
1.5 min engineering
work recovery time
= 10% recovery
time]
Üsti n.L. -
Dresden Hbf
63 min
23.4 min pnc.
9% recovery
time]
23.9 min
line. 4% Standard
recovery time and
1.5 min engineering
work recovery time
= 10% recovery
time]
ICE 3, class 406
300 km/h
Dresden Hbf
- Üsti n.L."
- -
20 min
23.1 min fmc.
14% recovery
time]
22.2 min
[inc. 5% Standard
recovery time and
1.5 min engineering
work recovery time
»12% recovery
time]
Üsti n.L. -
Dresden Hbf
23.0 min iinc.
14% recovery
time]
22.2 min
[inc. 5% Standard
recovery time and
1.5 min engineering
work recovery time
= 12% recovery
time]
Transit times for freight traffic could also be cut considerabiy due to the shorter route. The as-
sumed use of multiple-system traction units also contributes to the reduction.
Traction
unit
Overall
length Gross
weight
Vmax and braked
weight percent-
age
Transit time
Dresden Hbf -
Üsti n.L. zäpad
Transit time
Üsti n.L. zäpad
- Dresden Hbf
Class
185
619 m,2285 t
(load 2200, t)
90 km/h, P 60
~ 47 min
- 49 - 58* min
Class
186
719 m,2084 t
(load 2000 t)
100 km/h, G 80
- 43 - 53* min
- 47 - 50 min
Another major benefit of the new Dresden - Prague line is the shift of freight traffic from the
existing Pirna - Bad Schandau - Decin route to the new line. This will result in a significant
reduction in noise on this section.
The "Study of acceleration of Dresden - Prague and Munich - Prague rail Services" (BVU,
2010) gave the new Dresden - Prague line, both the whole route and the German section
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alone, a cost-benefit rating of 1.3. The new Dresden - Prague line is thus economically expedi-
ent.
7 Effectiveness of the offer from the customer's point of view
No Statement can be made at present on the time of opening desired from the customer's point
of view.
Partial opening of the section of the new line from Heidenau Süd to Üstf n.L is already very
important to customers, constituting proportional effectiveness of the offer. The benefits already
demonstrated in Section 6 emerge.
Opening of the whole new Dresden - Prague line will produce further improvements in long-
distance rail passenger transport.
DB Netz AG
I.NM - SO - E
16 of 17

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8 Details of the author
This scope of traffic report has been produced by:
DB Netz AG
Regional Unit South Hast
Infrastructure development I.NM - SO - E
Stefan Gräfe
Brandenburger Strasse 1
04103 Leipzig
Tel.: +49 341/968 -7631
E-mail: stefan.graefe@deutschebahn.com
It has been issued on behalf of the Saxony Ministry of the Economy, Employment and Transport
within the scope of the EU-subsidised study "Pre-planning Services for the new Dresden - Pra-
gue railway lihe".
As no planning commission is yet available for the project, subsequent changes to this traffic
scope study (e.g. amended train number forecasts and Updates of the planned operating Pro¬
gramme) cannot be precluded.
9 Annexes
"Timetable study for the new Dresden - Prague line" (issued by I.NM-SO-E, 5 November 2015)
10 Signatures
Author:
gez. Gräfe
07.01.2016
DB Netz AG, I.NM-SO-E, Gräfe.
, signed (date)
DB Netz AG
I.NM - SO - E
17 of 17

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Glossar für Grafiken
(in Tschechien sind nur die Verkehre v/n Deuts
Only traffic from/to Germany is shown in the
chland dargestellt)
Czech Republic
Bf
Station
CG
Corporate Guideline
DD
Dresden
ESTWp
Electronic Signalling centre
Flughafen
Airport
geplante Neubaustrecke
planned new line
Grenztunnel
border tunnel
Hbf
Main Station
heutige Eibtaistrecke
Current Elbe vailey line
Hp
Halt
lfd. Nr. Verkehrstrom
Consecutive number of traffic flow
Liniengrafik des Schienenpersonenverkehrs
Passenger traffic diagram
NBS
New line
Richtung
Direction
S-Bahn
Urban rapid transit
SGV
Freight traffic
SPFV
Express passenger traffic
SPNV
Local passenger traffic
Summe Züge/Tag/Ri am Querschnitt
Average total number of trains per
day/direction
übrige
Other
Variante
Alternative
Züge
Trains
Zugzahlen Tag (6-22)/Nacht (22-6) pro Tag
Number of day (6-22)/night (22-6) trans per 24-
hour period