Preliminary Planning Study
New Railway Line Dresden – Prague
Task 2 Route Optimization
Status: 30
October 2015

Preliminary Planning Study
New Railway Line Dresden-Prague
Task 2 Route Optimization
Page 2
Task 2
Further qualification of the corridor and optimization of the preferred route

Preliminary Planning Study
New Railway Line Dresden-Prague
Task 2 Route Optimization
Page 3
Task 2
Further qualification of the corridor and optimization of the
preferred route
Definition of Goals
The further qualification of the corridor of the new railway line Dresden – Prague between the
connecting points of Heidenau (south of Dresden) – the State Border D/CZ – and Ústi nad
Labem (Station) was performed along the preferred route 2012 and under consideration of
the following special aspects:
settlement areas,
spatial development plans,
projects planned by third parties,
nature and environment (environmentally designated issues),
geophysics (fault zones), mining areas
geology und hydrogeology
See the additional information in task 2.1 and 2.2 with environmental issues.
as well as the railway guidelines of Deutsche Bahn:
Guideline 413 Infrastructure design, Standards of routes
Guideline 800.0110 Network Infrastructure Technology Design: Line Routing
and for the dessign of a railway line with mixed traffic
Passenger traffic v
= 200 / 230 km/h
Freight traffic v
= 120 km/h.
See additional information in task 1.2 railway regulations.

Preliminary Planning Study
New Railway Line Dresden-Prague
Task 2 Route Optimization
Page 4
Basic Planning Assumptions
Optimization of the preferred variant 1.1 from the study of 2012
Within the planning corridor of 2012 the preferred variant 1.1 and the alternative variant
suggested by KuK in 2014 along the preferred route will be optimized.
- Therefore the route corridor (corridor of investigation) can be derived from these
The corridor for environmental investigation will be 500 to 1000 m larger than the route
At the German side the allowable longitudinal slope for railway lines with mixed traffic is
restricted to a value 12.5 ‰ (freight traffic) according to TSI and DB regulations, at the
Czech side this value will be considered.
The maximum length of the tunnel is not restricted to 20 km, but the economic issues
have to be considered.
The connecting point in the Czech Republic is fixed for this preliminary planning study,
the results of the study performed by the Czech railway organization (SŽDC) and the
planning team of SUDOP / MOTT MD are to be considered.
The cross section of the cross border tunnel with its equipment has to be defined in
accordance with the Czech railway organization (SŽDC)
The placement of connecting switches from one tunnel tube to the next tube in the
cross border tunnel due to the operational concept needs to be proved (compare to
publication in ETR 09/14 Brenner Base Tunnel)
1. Step
First optimization of the preferred variant 1.1
leads to the preferred variant 2014
Because to the difficult topographic and spatial planning circumstances at the junction point
in Heidenau, the crossing of the Seidewitz Valley and the consideration of the environmental
basic data of the Bahre Valley a first optimization was made, based on the present preferred
variant No. 1.1 in the Study 2012 (variant 1a Tunnel with lower gradient) and the findings on
the visit to the route corridor at the 03
and the 04
of October 2014.
Route Alignment
The planned route starts in Heidenau South as it did before as a double track railway line on
the existing railway route No. 6240, then it crosses the state route 172 and after that merges
into a tunnel with 2 single track tubes (Length app. 2.600 m). It is specified by the EBA
Guideline for “Fire and catastrophe protection requirements for the construction and
operation of railway tunnels”, that for tunnel above 1.000 m length on mixed traffic lines the
tunnel shall be divided into single track tunnel tubes.

Preliminary Planning Study
New Railway Line Dresden-Prague
Task 2 Route Optimization
Page 5
This tunnel called “Heidenau–Großsedlitz” with 2 single track tubes at a distance of > 29 m ends at km
station 3.3 and merges into a dam structure (length app. 800m) on which the track center distance is
changed back to 4.50 m (double track).
After that follows a double track bridge (length app. 700 m, height above ground app. 37 m) with a
track center distance of 4.50 m which crosses the Seidewitz valley and the town of Pirna-Zehista
southwest of the planned road bypass Pirna B172n.
After the bridge follows a 1.800 m long dam section up to the route K8753 (near Goes) at km station
6.6. Up to this station the route was designed analogue to the preferred route 2012.
After this section a 2.700m long deep open cut at the Lohmgrund Rücken follows parallel to the route
S 173. In this section the tracks are spaced again to a distance of 29 m until the beginning of the cross
border tunnel at km station 9.2 with 2 single track tunnel tubes (about 200 m north of the S 170 road
bypass Ottendorf-Friedrichswalde).
The longitudinal slope is 12 ‰ in the open cut at the Lohmgrund Rücken up to the north portal of the
tunnel; it changes to 4 ‰ at the tunnel portal which is a requirement in the DB Guideline 800.0110 that
limits the max. longitudinal slope in tunnels. The slope of 4 ‰ continues about 8.900 m up to the
tunnel crest near Börnersdorf at km station 18.1. After that the slope changes downward to 4 ‰ into
the direction of the Czech Republic at a length of 15.100 m. On the German side the max. distance
between the tunnel and the surface is about 310 m, on the Czech side it will be about 550 m.
The optimized route bypasses the formerly crossed Bahre Valley and the community Gersdorf (Study
2012) with high spatial resistances now further south-east. The initially planned tunnel Ottendorf
(lenght appx. 3.000 m) and the valley bridge in the Bahre valley (lenght approx. 200 m) are cancelled
in this environmentally optimized route. The new cross border tunnel is now 24.150 m long and
therefore longer as it was planned in 2012 which was 20.330 m in length.
But in total the route variant 2014 is about 780 m shorter than the preferred route variant 1.1 in 2012.
2. Step
Optimizations due to spatial resistances and requirements of the
DB Netz are leading to the “optimized route variant 2015”
Connection area in Heidenau
According to the local inspection at the 4th of November in 2014 the connection area in Heidenau the
location of the route variant 2014 needs to be changed due to newly built commercial buildings.
Furthermore the initial beginning of the tunnel needs to be shifted out of the Flora-Fauna-Habitat of the
Elbe Valley and out of the area with the underground cavity „Pechhütte“ and furthermore out of the
development area located nearby in the eastern direction because of the evaluation of actual
environmental basic data.
The route rises in this section with a ramp and bridge construction having a longitudinal slope of 12 ‰.

Preliminary Planning Study
New Railway Line Dresden-Prague
Task 2 Route Optimization
Page 6
Roadbypass Pirna B172n
According to the local inspection at the 4
of November in 2014 and the evaluation of actual
environmental data the planned viaduct crossing the Seidewitz valley should be shifted closer to the
road bypass Pirna B172n with the goal to minimize the interventions in the existing settlement
structure in the district Zehista and to pass by the waste disposal site east of Zehista.
Because of the narrow route alignment with small curve radii and with a maximum allowable cant of
the tracks (170 mm for slab track with a cant deficiency of 147 mm) the maximum design speed will be
180 km/h at this route section. After the Seidewitz viaduct the design speed can be raised to v
• 200
km/h and up to maximum v
= 230 km/h (crossbordertunnel).
Börnersdorf Structure
A first intermediate result of the research subject „Geophysikalische Untersuchungen an der Struktur
Börnersdorf“ was presented at 10
of November 2014 during an intermediate presentation of the
geophysical investigations.
The boundary sections of the Börnersdorf Structure have been investigated deeply by geophysical
measurements. The results of the measurements of the Bogouer Gravity, the Gravimetry, the
Geomagnetism, the Geoelectricity and the Seismicity have been shown in Bachelor / Master Studies.
The existence of the geophysical anomaly called “Börnersdorf Structure” has been approved.
Because of the density measurements it was be concluded that the structure will consist of a loose
rock zone with a diameter of about 600m at the surface and a depth of about 100 m / up to 300 m,
which will be probably containing flowing water according to the electrical measurements. The
relatively strong geomagnetic disturbance in the section of the structure cannot be definitely explained
(e.g. deep Basalt body).
The optimized route shall pass by the Börnersdorf Structure about 400 m towards the west as initially
planned in 2012.
Adjustments of the route alignment in accordance to DB Netz
Connecting point Heidenau South
The new railway line deviates directly from the existing line 6240 Dresden-Pirna at km station 49,360
with a design speed v
= 160 km/h on a ramp like structure. The regional connection Dresden – Pirna
needs to be retained in the future for local goods traffic. A separate investigation shall be carried out
by DB Netz for the need of this connction. The new railway line Dresden – Prague will take over the
long distance traffic completely.
The regional passenger traffic to and from Pirna and the Czech border can use the parallel track of the
DB line 6239 in the Elbe valley. The existing section with 4 tracks ends in Pirna.
The regional freight traffic to and from Pirna (actually 6 trains / day) and the Czech border (future
backup line) through the Elbe valley can use a single track deviation at the existing line 6240 short
before the new railway line begins.

Preliminary Planning Study
New Railway Line Dresden-Prague
Task 2 Route Optimization
Page 7
A traffic table study performed by the DB Netz verified the capacity of the new double track line
Dresden – Prague with its actual route characteristic.
The crossbordertunnel with the minimum cross section according to DB Guideline 853 and the dam
and open sections north of the tunnel portal with the minimum spacing of the tracks according to the
DB Guideline 413 are allowing a maximum design speed of v
= 230 km/h which shall be utilized
due to the traffic study.
Placement of passing tracks
According to DB Guideline 413 a passing station or passing tracks have to be placed at a minimum
distance of 20 km (e.g. after connection point Heidenau south).
The length of the route from Heidenau to the southern portal of the crossbordertunnel on the Czech
side is 33.8 km, the length of the crossbordertunnel will be 24.650 m.
Because of the estimated traffic on the new railway line there shall be bypassing tracks placed for the
slower freight trains on each side of the crossbordertunnel. Before and after the passing tracks there
shall be connecting switches placed for the main track (for traffic alteration).
The placement of passing tracks with a useable length of 750 m and deviation switches (v
= 80 km/h)
as well as the arrangement of connecting switches (ve = 100 km/h) before and behind the deviation
switches have been investigated. The tracks within this section shall have a maximum slope of 2.5 ‰.
From a route alignment point of view and because of the topography there is only one open track
section between the Seidewitz viaduct at km station 5.710 and the northern portal of the tunnel at km
station 6.741 that is long enough for the placement of the above mentioned arrangement of passing
tracks and switches (total required design length about 1.000 m).
The DB Netz has approved this placement of the passing station in front of the crossbordertunnel
because of operational reasons (e.g. emergency halt of freight trains)
Crossing connections and passing tracks within the crossbordertunnel shall not be planned because
of technical and economic reasons (e.g. Study on Brenner Base Tunnel).