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Timetable study
New Dresden – Prague line
DB Netz AG
Regional Unit South East
Infrastructure development (I.NM – SO
– E)
Brandenburger Strasse 1, 04103 Leip-
zig
5 November 2015

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Table of contents
1 Project description
3
1.1 Reason for and background to the timetable study
3
1.2 Area covered by and parameters of the study
3
1.3 Bases and infrastructural parameters
4
1.4 Infrastructure modelling assumptions
7
1.5 Study questions
7
2 Operating program
9
2.1 Target operating programme train numbers
9
2.2 Passenger traffic operating programme
9
2.3 Rail freight (SGV) operating programme
10
2.4 Operating programme of other traffic in the study area
10
3 Results of the timetable study
12
3.1 Timetable and journey times
12
3.2 Feasibility of the target operating programme
22
3.3 Design of the integration of the new line into the existing line at Heidenau
22
3.4 Necessity of the relief loops at Goes
22
3.5 Effects of different maximum speeds 200/230 km/h
23
3.6 Effects of changes to the assumption on infrastructure modelling
23
4 Recommended actions
24
5 Conclusion
25

 
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1 Project description
1.1 Reason for and background to the timetable study
The (Berlin) – Dresden – Prague rail link forms part of the Orient/East – Med (OEM) core net-
work corridor of the 2014 revision of the Trans-European Transport Network (TEN-T). The exist-
ing line through the Elbe valley and the Bad Schandau/Czech Republic border crossing is
shown as a future bottleneck in the study of the OEM commissioned by the European Commis-
sion. The "Connecting Europe Facility" has recommended more extensive studies on the re-
moval of this 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 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 rail 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 Area covered by and parameters of the study
The subject of the timetable study is the new Dresden – Prague line, more specifically the Hei-
denau – Ústí n.L. section. The scope covers the section of the new line and its integration into
the Dresden hub, including the Dresden – Friedrichstadt und Dresden – Neustadt border yards.
The existing line through the Elbe valley to the Bad Schandau – Děčín border crossing is also
considered.
Table showing the operating locations affected (new line only)
Abbreviation from GL 100
Place name
D 623
Heidenau-Süd junction (working designation)
DGOS
Goes yard (working designation)
DXGO
DB/SZDC boundary
XTUH
Ústí nad Labem západ

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Fig. 1.2.1 Position on the network and area covered by the study (shaded in green) (Map: DB Netz AG)
1.3 Bases and infrastructural parameters
Various planning documents from the "Pre-planning services for the new Dresden – Prague
railway line" study (August 2014 – December 2015) have been used as a basis.
Technical parameters:
Distance between Heidenau-Süd junction and Ústí n. L. západ
~ 44.3 km
Distance between Heidenau-Süd junction and DB/SZDC boundary
~ 22.7 km
Length of the Erzgebirge tunnel
26.53 km (planning status
as at October 2015)
Maximum gradient
12.5‰
Route availability
D4 with the option of E5
Multimodal gauge
P/C 80/410
The Erzgebirge tunnel is to be built with two bores. This will obviate the operating restriction on
the efficiency of the new line of a ban on passenger and freight trains passing in the tunnel.
General diagrammatic plan
The diagram below (not to scale) below was used for the timetable study. The new line is shown
in blue and the existing line between Bad Schandau border and Dresden – Neustadt and the
Pirna – Heidenau section of the Pirna – Coswig bei Dresden rapid transit line are shown in
black. The area covered by the junction between the new and existing lines at Heidenau-Süd is
shown in red.

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General plan of alternative D/CZ – Prague routes
Alternative C between the German/Czech border and Usti junction (shown on the map with al-
ternative A superimposed in green) was selected as a basis for the timetable study.

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Ústí nad Labem junction
The timetable study does not reproduce Ústí nad Labem (Ústí n.L.) junction in full. Only Ústí
n.L. station is shown, in simplified form.
Route plan
General elevation plan H_25000_2500__DE_B__CZ_C__150903 dated 3 September 2015 (DE
alternative B, CZ alternative C)
According to the current status of planning, the summit will be at 258 m above sea level, in the
Erzgebirge tunnel. The steepest section, extending over about 6 km with a gradient of 12‰, is
between Heidenau-Süd junction and Goes yard on the northern ramp of the Erzgebirge tunnel.
A gradient of 2.5 ‰ is planned for the Goes yard area, according to planning guideline 413.
Speed
The new line has been laid out for a design speed of 230 km/h. A line speed of 200 km/h has
been taken as a basis for the timetable study and an alternative of 230 km/h examined. All the
points at Heidenau-Süd junction and Goes yard have been designed for a turnout speed of 100
km/h.

 
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1.4 Infrastructure modelling assumptions
Traction current switching point
A harmonisation of traction current at 25 kV, 50 Hz is planned in the Czech Republic in the me-
dium term.
No plan is yet available for the site of the switching point. It will probably be located on open
track between Ústí n. L. and the southern portal of the Erzgebirge tunnel.
Almost instantaneous traction current changeover has been assumed for the purposes of the
timetable study. A corresponding ETCS level 2, baseline 3 vehicular function is anticipated.
Primary current limit
It has been assumed that the power supply will be scoped for a primary current of 1500 A in
accordance with the standards applicable to the new Dresden – Prague line. A lower primary
current limit of 900 or 750 A would affect journey times.
Control and command technology (CCT) planning
No CCT plans are yet available within the scope of the "Pre-planning services for the new Dres-
den – Prague railway line" study.
DB guideline (GL) 413 "Infrastructure design" lays down basic stipulations for the configuration
and scoping of infrastructure. Module 0301A03 (page 2 of 5) makes the following stipulation on
the basis of use by mixed traffic up to 230 km/h (= line standard M 230):
- Block section length 3.0 km (within a range of 1.5 – 4.0 km /upper and lower limit de-
pending upon the operating programme)
It is also assumed that division of the up and down lines into block sections is identical. Con-
stant reversible line working is therefore a requirement. The principal benefit is that scheduled
overtaking at Goes yard can be flexibly converted into overtaking on the move (both trains mov-
ing) by using reversible working. Secondly, greater line capacity is possible in the case of sin-
gle-track occupation, e.g. for maintenance work, by grouping trains in one direction. This possi-
bility does not increase the timetable study's degree of freedom.
1.5 Study questions
1. Implementation of the forecast operating programme
The core question of the timetable study is whether the forecast number of freight trains can
operate in harmony with passenger services on the Dresden – Ústí n. L. section.
Two sources are available for defining a forecast operating programme (see no. 2):
-
"Study of acceleration of Dresden – Prague and Munich – Prague rail services (final re-
port, July 2010, issued by the consultancy BVU).
- Forecast for 2025 from the revisions of requirements of the 2003 Federal Transport In-
frastructure Plan (BVWP)
An expedient joint requirement for an operating programme has to be derived from the data.
2. Link with the existing line at Heidenau-Süd junction
The new line is to diverge from line 6240 Bad Schandau border – Dresden Neustadt in the vicin-
ity of km 48-49. Parallel line 6239 Pirna – Coswig bei Dresden is to be retained in its current
state between the halts of Heidenau-Süd and Heidenau – Grosssedlitz.

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As a basic alternative, line 6240 is to diverge to the south as a single-track section with an ap-
proximate length of 1.1 km. The study is to clarify whether the reduction in capacity under Sec-
tion 11 of the German General Railway Act (AEG) is sufficient for the operating programme on
the heavy rail lines in the direction of Pirna.
Alternatively, divergence in a central position between the new tracks could be considered, in
order to avoid Pirna – Dresden trains having to cross Dresden – new line trains on the level.
At most, a double junction could emerge from the studies, completely avoiding a reduction in
capacity on existing line 6240.
3. Line speed 200/230 km/h
The timetable study is to examine the effects which a line speed of 230 km/h, as opposed to
200 km/h, would have on the efficiency of the new line.
In particular, negative effects on rail freight traffic must be exposed.

 
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2 Operating program
2.1 Target operating programme train numbers
Target operating programme day/night train numbers
by line
Up
Down
Line no(s).
Abbreviation from
GL 100
Express
passenger
Local pas-
senger
Freight
Express
passenger
Local pas-
senger
Freight
From
To
06:00–22:00
22:00–06:00
Total
06:00–22:00
22:00–06:00
Total
06:00–22:00
22:00–06:00
Total
06:00–22:00
22:00–06:00
Total
06:00–22:00
22:00–6:00
Total
06:00–22:00
22.00–06.00
Total
6240
Dresden
Hbf
Dresden –
Reick
carriage
sidings
35 5
40
11 2
13*
50 18
68
35 5
40
11 2
13*
54 19
73
6240
Dresden –
Rieck
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 of train numbers: "Study of acceleration of Dresden – Prague and Munich – Prague rail services (2010),
Forecast for 2025 from the revision of requirements (as at week 41/2014) and Specification for preparation of
thetimetable study (Saxony Ministry of the Economy, Employment and Transport [SMWA]) 2015; *of which 5 are light
running/empty coaching stock (ECS) movements; **Working designation
The forecast for 2025 from the revisions of requirements of the Federal Transport Infrastructure
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 – Ústí n. L. Re-
gionalExpress (RE) line have also been considered by the Saxony State Ministry for the Econ-
omy, Employment and Transport (SMWA).The RegionalExpress represents a replacement for
the loss of express trains through the Elbe valley, providing a fast connection between Dresden,
Pirna, Bad Schandau, Děčín and Ústí n.L. which cannot be provided by the rapid transit system.
2.2 Passenger traffic operating programme
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
No. of trains
per day and
direction
Timetable paths
per hour and
direction
Stopping pat-
terns in the area
considered
Train configura-
tion
EC 27
Berlin – Prague
16
1
Dresden – Neu-
stadt, Dresden
Hbf
Class 183 + 9
coaches;
v
perm
=200 km/h

 
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ICE 27 Berlin – Prague Alternative
2x class 406
v
perm
=300 km/h
RE 20
Dresden – Ústí
n. L. hl.n.
8 0.5 Dresden Hbf,
Pirna, Bad
Schandau, Decin
hl.n., Ústí n. L.
hl.n.
Class 189 + 4
coaches;
v
perm
=140 km/h
ICE 50,
IC 17,
55
Dresden Hbf –
Dresden – Reick
carriage 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 Ústí 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 route (via the new Heidenau – Ústí n.L. line no less probable
than the use of locomotive-hauled EC trains.
2.3 Rail freight (SGV) operating programme
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 numbers of trains per day have
been broken down into a daily traffic distribution curve and entered as derived trains per timeta-
ble path per hour.
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
v
max
and braked
weight percent-
age
Dresden –
Ústí (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 –
Děčín
3
0.5
Class 180
617 m, 2084 t
(load 2000 t)
80 km/h, P 60
2.4 Operating programme of other traffic in the study area
Other lines and trains not specified in nos. 2.2 and 2.3 have also been considered:
-
S 1 Meissen Triebischtal – Schöna Journey times as in 2015 timetable
-
S 2 Dresden Airport – Pirna
Journey times as in 2015 timetable
-
IC 17 Dresden – Warnemünde
Journey times in accordance with the "Germany in

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sync" concept
-
ICE 50 Frankfurt – Dresden
Journey times in accordance with the 2018
draft timetable
-
IC 55 Dresden – Cologne
Journey times in accordance with the 2018
draft timetable
-
RE 50 Leipzig – Dresden
Journey times in accordance with the 2018
draft timetable
-
RE 18 Dresden – Cottbus
Journey times in accordance with the 2016
timetable
-
RB Dresden – Elsterwerda-Biehla Journey times in accordance with the 2016
timetable
-
Lines in the direction of Eastern Saxony:
-
TLX (Trilex) 1, 2, 60, 61;SBS 33, 34 Journey times in accordance with the 2016
Timetable, with adjustments
-
SBS Pirna – Dresden ECS

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3 Results of the timetable study
3.1 Timetable and journey times
Infrastructure modelled for the timetable study using computer-aided train path management
ζ
Model timetable
A model timetable was produced on the basis of the infrastructural and traffic stipulations in no.
2.
Two forms of display are intended to illustrate the results: firstly, a graphic timetable and sec-
ondly an occupancy graphic, showing the individual block section occupancy times.
The graphic timetable shows that the requirements formulated in respect of the number of trains
to be derived are fulfilled. One express train path and four freight train paths per direction and
hour can be derived for the new line in accordance with DB GL 402.
The occupancy graphics show that residual capacity on the new line cannot be used for addi-
tional train movements because of the higher occupancy of the Dresden – Heidenau section. An
additional 2.5 trains per hour operate (two-hourly Dresden – Děčin, two-hourly freight train path
Dresden – Pirna ( – Děčin) and three ECS movements to Dresden-Reick carriage sidings) every
two hours.
One in four freight train paths per hour on the new line cannot operate between Dresden and
Ústí n. L. without overtaking. Overtaking at Goes yard is necessary, as only a freight relief loop
with a useful length of 584 m, which is too short, is available at Dresden-Niedersedlitz. The dif-
ference in speed between passenger and freight traffic is conspicuous, so a freight train (in the
direction of Dresden) must depart from Ústí n.L. no later than 24 minutes before the departure
of the express train, so that it can reach Goes yard in good time and not affect the passenger
service.
Without Goes yard, the freight train would have to leave Ústí 29 minutes earlier, meaning that
the freight train in front could not operate. Goes yard therefore generates additional capacity of
five minutes per hour, corresponding to an approximate increase of 9% in line capacity.
The single-track junction on the existing line is compatible with the timetable due to occupancy
by two trains per hour, but the crossing of the Pirna – Dresden trains with Dresden – Ústí ser-
vices is problematic. The effects can be seen on the Dresden – Ústí graphic. Even minor depar-
tures from the timetable will delay trains in the direction of the new line, and the trains following
them.
Existing Dresden –
Heidenau line
Junction
Heidenau-Süd
New line
Ústí n.L.
Goes
západ
Dresden Hbf

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New Ùstí n.L. – Heidenau line
Existing Heidenau – Dresden Hbf line (excluding rapid transit tracks)
4 freight
paths
per hour
Express train
Local train
Freight train

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Occupancy graphic Ústí n.L. – Dresden
Freight train with
overtaking at Goes
yard
Dresden-Reick
carriage sidings –
Dresden ECS

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Dresden – Ústí n.L. track occupancy graphic
Occupancy boxes for
trains in the opposite
direction with com-
mon use of one sec-
tion of track
Freight train with
overtaking at Goes
Occupancy boxes for
trains in the opposite
direction with com-
mon use of one sec-
tion of track
Requirements
Hourly frequency SPFV Dresden – Ustí n.L. u.z.
4 freight trains per hour Dresden – Ustí n.L. u.z.
1 freight train Dresden – Děčín u.z. every 2 hours
Two-hourly Regional Express frequency Dresden –
Děčín – Ustí n.L. u.z
4
4
4
4

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ζ
Plots for individual types of train
Qualitative statements on the effects of gradients and changes in speed or speed limits can be
made on the basis of speed-distance trajectories (plots).
1. ICE 3 in the direction Dresden – Ústí n. L.
The high-acceleration ICE 3 makes optimum use of the speed profile, but requires primary cur-
rent of 1500 A. This train configuration makes the shortest Dresden – Ústí n.L. journey time
possible (see next paragraph).
2. ICE 3 in the direction Dresden Ústí n. L. – Dresden
The ICE also makes almost optimum dynamic use of the possible speeds in the other direction .
However, the effect of the gradient on the southern ramp is discernable, due to the relatively
slow acceleration from 145 to 230 km/h. A shift of the 145/230 km/h speed change in the direc-
tion of Ústí n.L. would further reduce the ICE 3 journey time.
Stop at
Dresden
Hbf
Stop in Dresden-
Neustadt
Stop at
Ústí n.L.
západ
Black line: Calculated speed-
distance trajectory of the train
Blue line: local permissible
speed on the line
Green line: Maximum
speed of the train

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3. EC in the direction Dresden – Ústí n. L.
Stop in
Dresden
Hbf
Stop in Dres-
den – Neustadt
Stop in
Ústí n.L.
západ

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The speed limit of 180 km/h does not have a restrictive effect on locomotive-hauled trains, un-
like the ICE 3. The maximum speed of 200 km/h is only reached shortly before the summit. Use
of a powerful locomotive could be considered if more than nine coaches were to be used in the
long term.
4. EC in the direction Ústí n. L. – Dresden
In this direction, the locomotive-hauled express train only reaches its maximum speed of 200
km/h 16 km after stopping at Ústí n.L. The reason for this is not only the stop, but also the class
of locomotive used. In the other direction, the train encounters the gradient on the new line at an
initial speed of 160 km/h, thus reaching 200 km/h considerably earlier.
5. Freight train in the direction Dresden – Ústí n. L. (100 km/h, 1800 t load, 720 m)
Red curve: locally-imposed
speed limit due to insufficient
train braking capacity
Goes ser-
vice stop

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The freight train makes a service stop at Goes yard (overtaking by express traffic) and is there-
fore crucial to evaluation of the planned gradients. The speed drops significantly to about 65
km/h between Heidenau-Süd junction and the stop at Goes. A simulated stop at Heidenau-Süd
junction facilitates reliable starting. In this case a maximum speed of about 59 km/h (not shown
here) is reached.
In the further course of the journey, the train only reaches its maximum speed after the summit.
Restarting after the stop at Goes is dynamically unproblematic and acceptable.
6. Freight train in the direction Ústí n. L. – Dresden (100 km/h, 1800 t load , 720 m)
The irregular acceleration pattern following the stop at Ústí n.L. in the direction of Ústí n. L. –
Dresden is conspicuous. The section with the 12.5‰ gradient beyond Ústí n.L. produces "nega-
tive" acceleration due to the characteristics of the train used, i.e. the train slows down. The di-
rect transition from the Elbe valley to the rising gradient of the southern ramp of the Erzgebirge
tunnel is dynamically unfavourable, particularly as it cannot be assumed that freight trains will
pass through Ústi n.L. without stopping (getting up speed), due to the complicated layout of the
junction.
7. Freight train in the direction Dresden – Ústí n. L. (90 km/h, 2000 t load, 620 m)

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The heavy specimen train makes it clear that the Heidenau-Süd – Goes section is crucial to
trains in the direction of Ústí n.L. In the case of this specimen train, the speed falls to 48 km/h.
The flat gradient at Goes yard and beyond in the direction of the summit compensate relatively
well for this, so the use of capacity for these trains remains compatible. Higher loads must be
regarded critically from a dynamic point of view. Steeper gradients must be avoided on this sec-
tion in the further course of planning.
8. Freight train in the direction of Ústí n. L. – Dresden (90 km/h, 2000 t load , 620 m)
The plot in the opposite direction shows that the heavier specimen freight train also has a simi-
lar acceleration profile to the freight train with a weight (excluding the locomotive) of 1800 t. The
maximum speed can only be reached after the summit.
ζ
Express rail passenger transport
Journey times for express rail passenger transport on the Dresden – Ústí n.L. line were deter-
mined in the analysis of acceleration on the Dresden – Prague and Munich – Prague rail routes
(issued by BVU in 2010).
The planning consultancy commissioned by the Czech Ministry of Transport also calculated
journey times within this framework. These figures are compared with the journey times from
this study below:

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Train configura-
tion
Direction
2015 jour-
ney times
Journey time Dresden – Prague on com-
pletion of the new line
determined by
BVU (2010)
SUDOP
(2015)
DB Netz
(2015)
EC, locomotive-
hauled train
200 km/h
Dresden Hbf
– Ústí n.L.
64 min
23.9 min
[inc. 4% standard
recovery time and
1.5‘ engineering
work recovery time
≈ 10% recovery
time]
Ùsti n.L. –
Dresden Hbf
63 min
23.4 min
[inc.
9% recovery
time]
23.9 min
[inc.
4% standard recov-
ery time and 1.5'
engineering work
recovery time ≈ 10%
recovery time]
ICE 3, class 406
300 km/h
Dresden Hbf
– Ústí n.L.
20 min
23.1 min [inc.
14% recovery
time]
22.2 min
[inc.
5% standard recov-
ery time and 1.5'
engineering work
recovery time ≈ 12%
recovery time]
Ùsti n.L. –
Dresden Hbf
23.0 min [inc.
14% recovery
time]
22.2 min
[inc.
5% standard recov-
ery time and 1.5'
engineering work
recovery time ≈ 12%
recovery time]
This study has failed to confirm the journey times from the 2010 BVU study. Standard and engi-
neering work recovery time were presumably not considered, as the pure (theoretically achiev-
able) journey time for an ICE between Ústí n.L. and Dresden Hbf is 19.6 min. The journey times
shown in the table represent all the journey times including recovery time required by DB GL
402 which can be used in the draft tender and timetable design.
The differences between SUDOP and DB Netz journey times for locomotive-hauled trains may
have their cause in the different traction units used.
ζ
Rail freight traffic transit times
Traction
unit
Overall
length Gross
weight
v
max
and braked
weight percent-
age
Transit time
Dresden Hbf –
Ústí n.L. západ
Transit time
Ústí n.L. západ
– 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
Rail freight transit times can be reduced considerably in future. Current daytime transit times
between Dresden and Ústi n.L. are around 80 – 90 minutes using multi-system locomotives.
The current transit time also varies because lines are available on both banks of the Elbe from
Děčín.
Journey times are longer in the direction Ústí n.L. – Dresden because trains restart in Ústí n.L.
and therefore cannot enter the gradient section in the direction of the Erzgebirge tunnel at their

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maximum speed. In the other direction, freight trains enter the new line at Heidenau at their
maximum speed and can thus achieve shorter transit times.
Differences in transit times with a group of specimen trains arise because some of the trains are
overtaken by an express at Goes yard (these trains are marked with an asterisk).
3.2 Feasibility of the target operating programme
The timetable study substantiates the feasibility of the target operating programme.
From the aspect of consolidation of express traffic into an hourly frequency (double the current
offer), there is room for manoeuvre for a further increase in freight traffic in excess of the fore-
cast (135 trains per day).
Four freight trains per hour in each direction could run during the day (06.00 – 22.00 hrs), when
express and local passenger services are operating.
Up to eight freight trains per hour could run in each direction during the night (22.00 – 06.00 hrs)
in the absence of, or with very light, passenger traffic.
Up to 128 freight trains per day and direction could thus run on the new line, under the parame-
ters and assumptions considered.
[N.B. Statements about the total capacity of a line are always conditional upon the efficiency of
adjacent hubs and adjoining line. They always assume unlimited (idealised) capacity at neigh-
bouring hubs and on adjacent lines.]
3.3 Design of the integration of the new line into the existing line at Heidenau
The necessity of a double junction on the existing line in the direction of Pirna cannot be justi-
fied by two pairs of trains per hour. However, Pirna – Dresden trains crossing Dresden – Ústí
trains entails a likelihood of delay and is critical to operation and flexibility. DB Netz AG propos-
es to examine the alternative of connecting the single main line in the direction of Pirna central-
ly, between the two tracks of the new line. This is the optimum solution from the point of view of
the infrastructure manager.
Alternative:
3.4 Necessity of the relief loops at Goes
Relief freight loops between Dresden and Ústi n.L. are necessary to implement the operating
programme. The Dresden – new line – Ústi n.L. section is about 55 km long. No useable relief
line is available for trains longer then 580 m on this section. A relief loop in the direction of
Dresden – Ústí n.L. only is available at Dresden-Niedersedlitz for shorter trains.
The timetable study has been able to demonstrate that one in every four freight trains per hour
cannot be operated without being overtaken.

 
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As the target status of the Dresden – Pirna section is four-track following the upgrade, the solu-
tion to the necessary freight/express overtaking must be sought on the new line. The Goes relief
loops, one in each direction, with a useful length accommodating trains 740 m long, fulfils the
requirement raised by the result of the timetable study.
The yard can also be used as a stabling point for a hot box and blocked brake detector
(HOA/FBOA).
3.5 Effects of different maximum speeds 200/230 km/h
The maximum speed of 230 km/h affects the efficiency of the line. However, the gain of 1.7 min
at 230 km/h does not entail any loss of capacity for other trains. Preceding and following freight
trains allow displacement without having to lose one of the four hourly freight train paths. A
speed higher than 230 km/h would, however, have such an effect and not permit the requisite
number of trains.
3.6 Effects of changes to the assumption on infrastructure modelling
If it were not possible to carry out the system changeover without stopping, the effects on the
result of the examination would be significant. It would not be possible to fulfil the demands of
the operating programme to their full extent. This should be a focus in the course of further
planning and the switching point should be sited on as flat as possible a section of line on the
southern ramp.
The ETCS block section length of 3 km is necessary for dense clustering of freight trains and
cannot be extended without consequences.
The fastest Dresden – Ústí journey time of 22.2 minutes requires primary current of 1500 A. A
journey time of 23.5 min is required for a lower primary current limit of 900 A.

 
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4 Recommended actions
On the basis of the timetable study conducted, DB Netz AG recommends planning for a maxi-
mum speed of 230 km/h between Heidenau and Ústí n.L., as it renders a further reduction in
journey time of about 8% (= 2.2 min) possible, compared to 200 km/h. The increased use of
capacity at a maximum speed of 230 km/h does not entail loss of the derived freight train
movements at 200 km/h.
The traction current switching point should be sited north of Ústí n.L. station, about 750 m be-
yond the last set of points, on a level or slightly graded section, if possible. (The section from km
81.974 to 82.807 is level, according to route plan alternative C).
Should the chord from the new line in the direction of Teplice be built (outside the scope of this
study), the system switching point must also be provided on as level a section of track as possi-
ble on the chord.
The layout of the chord from the direction of Teplice must also be designed for a speed of at
least 80-100 km/h. Teplice must also be configured for at least 80-100 km/h, otherwise freight
trains will not be able to accelerate sufficiently, due to the gradient in the direction of the Erzge-
birge tunnel.
The selected (ETCS) block length of 3 km must be retained as a minimum.
Primary current of 1500 A is necessary and must be planned accordingly when the power sup-
ply is scoped.
As the gradient on the Heidenau-Süd – Goes section is crucial, opportunities for reducing it
must be considered within the scope of further planning. In the opposite direction, the gradient
of 12.5‰ directly beyond Ústí n.L. západ is crucial. Possibilities of laying out a separate junction
for freight trains with an overall gentler gradient must be examined in the course of further plan-
ning.

 
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5 Conclusion
This timetable study confirms the implementation of the specified target operating programme
with 32 express and 135 freight trains per day on the Dresden – Ústí .n.L. section of the new
Dresden – Prague line.
Timetable design has taken place applying DB GL 402 "Path management", allowing for buffer
time and standard and engineering work recovery time.
Paths for one express passenger train and four freight trains per hour can be designed in.
Hourly express passenger services are compatible with the new line, in order to implement the
freight traffic forecast of 135 trains per day. Further concentration of express passenger traffic
into a 30-minute frequency (64 trains per day) would mean that two out of four hourly freight
train paths would no longer be available on the new line. These two freight train movements
would have to be shifted back to the existing line via Děčín.
One relief loop on both the up and down sides (each with a useful length of 750 m) is necessary
to design in the four hourly freight train paths. As no such facility is available on the existing line,
the planned yard at Goes on the new line would be used for this purpose.
The efficiency of the new line makes relief of the existing line in the Elbe valley (Bad Schandau
border crossing) possible.
The new line, 32 km shorter, and its higher speed make significant reductions in passenger
journey time from 64 min to 24 min and in freight transit time from 80-90 min to 43-58 min pos-
sible.
The planned junction with the new line at Heidenau-Süd should be laid out as described in par-
agraph 3.3.