lines with a length of were built (according to another source, ). Originally four substations and of railway power line were planned. The Weimar substation was upgraded. The new line was equipped with catenary of class Re 330 between early 2011 and the end of September 2014. Around 3,000 overhead masts were required for this. The section completed in 2003 between Leipzig Messe and Gröbers was built with class SICAT 1.0 catenary. History Background A trunk line between Berlin and Munich was included in Friedrich List's proposed German rail network in 1833. The line that was completed between Berlin and Munich in 1851 was not built to an overall plan, but was a result of the development of various rail networks in the 1840s and was mainly built to promote regional interests. Since line improvements and technical developments were affected by the division of Germany, which also meant that the line was cut at the border. After the reunification, attention turned to closing gaps, restoration, rehabilitation and electrification of the existing lines. Today's railway line is the result of a decision of the Federal Government in April 1991 to fund the "German Unity Transport Projects", which were incorporated in the Federal Transport Infrastructure Plan (Bundesverkehrswegeplan) 1992. The project was listed as one of the "new projects" with a total projected cost of DM 4765 million (1 January 1991 prices). It was listed as an "urgent need" in the Federal Railway Development Act 1993 (Bundesschienenwegeausbaugesetz). The line was originally intended to be implemented by 2000. In 1994, it was included in the newly created Berlin–Verona Trans-European Corridor at the EU summit in Essen. According to Deutsche Bahn, the need to establish the route arose among other things from traffic forecasts, which predicted rapidly increasing passenger and freight traffic between Berlin, Leipzig, Erfurt, Nuremberg and Munich. These traffic volumes could not be handled with the existing infrastructure. The quality of operation of existing routes would be unsatisfactory, partly due to heavy use and long service times. An upgrade of existing routes to overcome these problems would hardly be possible. Line improvements would usually have significant environmental impacts and would have strong impacts on existing buildings, due partly to dense settlement in the narrow valleys that the line passes through. The requirements of a modern railway in terms of traveling times and speeds could not be achieved by upgrading existing routes. Planning and