between and a distance between track centres was . The latter was later reduced to . The reduced minimum vertical curve radius was with a normal minimum vertical curve radius of . Following the planning stage of 1995, overtaking loops were provided at intervals of about and crossovers at intervals of about seven kilometres. With the adoption of the four planned overtaking loop facilities (Überholbahnhöfe), the proposed crossovers could be dispensed with. Ballastless track is used for the continuous main tracks. The crossovers that are incorporated in the overtaking loop facilities at Großbrembach, Jüdendorf and Dörstewitz are designed for operations at and the turnout speed to the passing tracks is . Because of the confined situation between the Finne Tunnel and the Bibra Tunnel the maximum speed in the Saubachtal overtaking loop is only . The distances required between overtaking loops were determined in an operational scientific study and were calculated according to track information based on the forecast program of operations. Engineering structures The maximum height of embankments is and the maximum depth of cuttings is (DB guideline 836). Bridges and tunnels were provided where these values could not be complied with. Overall, 35 rail bridges and 39 road bridges were built in the course of the project. A special feature is the design of four major bridges as “semi-integral” bridges. The pier and superstructure are monolithically connected, but, in contrast to integral bridges, there are joints in the superstructure. The three tunnels extend for a total distance of . Because of the geological conditions, the planned mixed traffic and for safety reasons they were built as two tubes carrying a single track with track centres spaced by about . Connecting tunnels were built between them as escape routes at a maximum distance of . Structural measures against tunnel boom were built where required in the portal areas. The six viaducts have a total length of . Originally they were to be long. In 1994, five major bridges were planned with a length of around ten kilometres. Technology The line is subject to the Technical Specification for Interoperability as part of the trans-European high-speed railway network. The line is controlled by electronic interlockings (Elektronische Stellwerke, ESTW) that are remotely controlled by the Leipzig operations centre. This is assisted by the Erfurt Neubaustrecke sub-centre (ESTW-UZ) for the line outside the Erfurt/Halle/Leipzig nodes and four branch offices (ESTW-A) built at the