Nantenbacher curve

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Nantenbach – Rohrbach
Route of the Nantenbacher curve
Route number (DB) : 5216
Route length: 11.3 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Power system : 15 kV 16.7 Hz  ~
Maximum slope : 12.5  ‰
Minimum radius : 2,650-7,000 m
Top speed: 200 km / h
Dual track : (continuous)
Legend
Route - straight ahead
 Main-Spessart-Bahn from Aschaffenburg
Blockstelle, Awanst, Anst etc.
 0.0 Nantenbach ( Abzw ) 156 m
BSicon STR + l.svgBSicon ABZgr.svgBSicon .svg
( Flyover structure )
BSicon STRl.svgBSicon KRZo.svgBSicon .svg
Main-Spessart-Bahn to Gemünden
   
 Main valley bridge Nantenbach (694.5 m)
   
 1.6 Schönrain Tunnel (3941 m)
BSicon tSTR + l.svgBSicon tKRZt.svgBSicon .svg
High-speed line from Hanover
BSicon tSTR.svgBSicon tSTRe.svgBSicon .svg
BSicon tSTRe.svgBSicon TUNNEL2.svgBSicon .svg
5.8 Harrbach Tunnel (526 m)
BSicon STR.svgBSicon TUNNEL2.svgBSicon .svg
6.6 Ständelberg Tunnel (618 m)
BSicon STR.svgBSicon TUNNEL1.svgBSicon .svg
7.5 Rammersberg tunnel (1361 m)
BSicon STRl.svgBSicon ABZg + r.svgBSicon .svg
level threading ( flyover structure , 295 m)
Kilometers change
10.7
301.9
Change of route
Station without passenger traffic
 302.5 Rohrbach 283 m
Route - straight ahead
 High-speed route to Würzburg
Swell:

Nantenbacher curve (also connecting curve Nantenbach ) is the name of a railway connecting curve that connects the Main-Spessart-Bahn with the high-speed line Hanover-Würzburg . From the direction of travel from Aschaffenburg to Würzburg, the line branches off from the Main-Spessart-Bahn about five kilometers northeast of Lohr am Main , near the Nantenbach district ( Neuendorf municipality ) and turns in a wide curve in a south-easterly direction to the depot Rohrbach merge into the new Hanover – Würzburg line without crossing.

course

The line is 11.3 kilometers long, double-tracked, electrified, equipped with line train control and characterized by many engineering structures: The Nantenbach Main Valley Bridge is followed by the Schönrain Tunnel , which crosses the Mühlberg Tunnel of the high-speed line, and three other tunnels. The intersection between the Mühlberg tunnel and the Schönrain tunnel can be viewed as an overpass structure, similar to the Giersberg tunnel in Siegen , although the tunnel tubes do not directly cross there. Of the 11,017 meters of construction length, 6,449 meters are in the four tunnels with lengths between 526 and 3,941 meters and 740 meters on bridges. The full length of the route lies in the Spessart Nature Park . The route overcomes a difference in altitude of 127 meters (the Nantenbach junction is at 156 meters, the Rohrbach depot at 283 meters) from the Main Valley to the Marktheidenfelder Platte and is consistently laid with a 12.5 ‰ slope. The minimum curve radius of 2,650 meters allows a driving speed of 200 km / h. The track center distance is 4.70 meters. The threading into the route to Aschaffenburg takes place at up to 150 km / h. At the beginning of the connecting curve, the existing line from Aschaffenburg is threaded over switches that can be driven at 130 km / h.

The route begins at 0.0 km in the Main Valley and ends at 10.741 km when it merges into the new line coming from Hanover. A special feature are the high-speed switches that branch off at 200 km / h in the Rohrbach depot. The newly developed points are 154 meters long and weigh 210 tons, the length of the tongues is 56 meters. This pair of points is one of four pairs of points in Germany that can be branched at 200 km / h (as of December 2012) , along with the one in the Saalbach junction , in the Bitterfeld train station and in the Kottewitz junction .

The superstructure was largely made of slab track on an asphalt base course ( ATD type , Deutsche Asphalt ). The lane laid between the south portal of the Schönrain tunnel and the south portal of the Rammersberg tunnel was the first application of the new superstructure system on this scale in Germany.

Traffic importance

The line relieves the congested Gemünden - Würzburg section and separates fast passenger from slow freight traffic to Würzburg. Between Gemünden, where the Main-Spessart-Bahn and the Flieden – Gemünden line meet , and Würzburg, an average of 218 trains per day and direction were already running in 1990; the capacity was designed for only 120 trains per day and direction.

The Nantenbacher curve, in conjunction with the new Rohrbach – Würzburg section, shortens the length of the route between Nantenbach and Würzburg by 9.3 kilometers, from 45.5 kilometers to 36.2 kilometers compared to the Main-Spessart-Bahn, and enables travel times to be shortened by around twelve minutes Long-distance passenger transport.

If the Mottgers brace had been implemented, the load on the route would have decreased in the long term, but this planning variant was discarded in 2018.

history

planning

The regional planning procedure for the new line section between Gemünden and Würzburg, including the Nantenbach curve, was initiated on September 17, 1975. In May 1976, a first draft of the route for the section between the Hessian-Bavarian border and Würzburg was available (later construction km 250 to 311). On June 21, 1978, the Federal Minister of Transport issued the approval in accordance with 14 (3)  BbG .

On February 25, 1980, the Hanover – Würzburg Süd project group, which was planning the southern section of the new line at the Nuremberg Railway Directorate, received the order to advance the expansion of the line between Gemünden and Aschaffenburg. In addition to the construction of a new tunnel in the area of ​​the Spessart ramp , this included the Nantenbacher curve in particular. At that time, the Federal Railroad did not expect any noteworthy objections and therefore considered a quick implementation to be possible. On May 20, 1981, the regional planning procedure for the high-speed section between Gemünden and Würzburg, including the Nantenbach curve, was completed.

In the early 1980s, an upgraded Aschaffenburg – Gemünden line was planned, consisting of the connecting curve Nantenbach – Rohrbach (10 kilometers) and an 18-kilometer bypass of the steep section with the Schwarzkopf tunnel . Seven tunnels with a total length of 11.0 kilometers were to be built on the 28.0-kilometer route, which can be driven at 200 km / h.

The Nantenbacher curve was originally supposed to go into operation with the new Hanover-Würzburg line in 1991. When the new section Fulda-Würzburg went into operation in the summer of 1988, the route for the Nantenbach curve had already been prepared in the Rohrbach depot and its signals were set up, although the associated rails were still missing. The structure of the intersection with the high-speed line had already been built in the course of the construction of the new line in the 1980s.

At the beginning of 1984 the plan approval procedure was expected to be initiated in mid-1984. After a four-year planning phase, the planning approval decision was issued in autumn 1988. There were further delays as a result of lawsuits. According to the then Deutsche Bundesbahn, the planned construction time could be shortened from five to four years through “a consistent streamlining of work processes”.

Starting in 1985, a citizens' initiative had tried to prevent the construction of the Nantenbach Main Valley Bridge. In October 1988 the city of Gemünden also brought an action against the Nantenbacher curve. The city administration doubted the necessity of the curve, as the further stretch to Aschaffenburg, contrary to earlier plans, should no longer be expanded. The integration of the connecting curve into the landscape and a cooperation in the planning and construction phase that was perceived as fair were later generally praised.

construction

Construction work finally began in March 1990. (Other source: May 1991)

The tunneling technology has been further developed compared to the tunnels on the new Hanover – Würzburg line . Longitudinal tunnel drainage was dispensed with and new components were used in the drive. They were all driven in shotcrete . A new concrete recipe was developed for this purpose.

The excess masses from the tunnel construction (around 800,000 cubic meters) were partly used for the new dam in the Main Valley, partly deposited in a former quarry and in Karlburger Damm near Rohrbach .

At the same time as the Nantenbacher bend, a new bypass of the federal highway 26 was planned and built for Nantenbach . The planning of the federal highway 26 had to be adjusted in relation to the original planning status from 1970 at the beginning of 1977 by the planned railway line. As part of the construction phase, the Aschaffenburg-Gemündener railway line and Bundesstraße 26 were also relocated.

The construction costs were given in 1991 at around 330 million D-Marks (around 168 million euros).

Installation

The line was put into operation in June 1994 and built as part of the former Hanau – Rohrbach extension project. The opening, originally planned for 1995, was brought forward due to the increasing volume of traffic as part of German reunification . For this purpose, the building contracts were also renegotiated.

The first regular train ran on May 27, 1994 on the route. Several hundred people lined the northern end of the line, which the train passed at walking pace.

traffic

According to the planning status of 1991, 92 trains per day were expected on the connecting curve for the year 2000.

In 2005, 32 long-distance passenger trains and around 60 freight trains ran in both directions on the connecting curve every day.

  • Junction Nantenbach: right the old route to Gemünden, left the Nantenbacher curve to the high-speed route

  • Main bridge

  • North portal of the Schönrain tunnel

  • North portal of the Ständelberg tunnel

  • ICE towards Würzburg

  • Auxiliary signal box (left) and high-speed switches in the Rohrbach depot

  • High speed switch EW60-7000 / 6000-1: 42 at the Rohrbach junction with three drives. (In operation since 1994)

  • South portal of the Rammersberg tunnel with ICE 3

The Rohrbach overtaking station, which the line joins, is remote-controlled from Würzburg.

In the operating program for the curve presented in 1987, the Federal Railroad assumed 32 trains per day (towards Aschaffenburg) or 35 (towards Würzburg), half of which were passenger and freight trains.

Web links

Commons : Nantenbacher curve  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b Track price software 2011 (as of October 2010) ( Memento of the original from May 13, 2012 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. of DB Netz AG : route length from Nantenbach to Rohrbach of 11.331 km @1@ 2Template: Webachiv / IABot / fahrweg.dbnetze.com
  2. ^ A b c d e Heinz-Dietrich Könnings: The tunnels of the connecting curve Nantenbach. In: The Federal Railroad . ISSN  0007-5876 , 10/1991, pp. 987-991.
  3. ↑ a b c d e f g h i Deutsche Bundesbahn (Hrsg.), Main Department Track Projects of the Federal Railway Directorate Nuremberg: Over the river and through the mountains: The connecting curve Nantenbach . Brochure (16 A4 pages), Nuremberg, 1993, pp. 2, 4, 6, 10, 12, 14.
  4. ↑ DB Netze - Infrastructure Register
  5. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  6. ↑ a b c d e The Nantenbacher curve before commissioning. In: Eisenbahn Journal special. 10/1993, ISBN 3-922404-54-5 , p. 34 f.
  7. ↑ Lothar Friedrich, Albert Bindinger: The components of the route for the ICE system in the test. In: Railway technical review . 1992, No. 6, pp. 391-396.
  8. ^ J. Eisenmann, G. Leykauf: Slab track for railways. In: Concrete Calendar 2000 BK. Verlag Ernst & Sohn, Berlin 2000, pp. 291–298.
  9. ^ Helmut Maak : The draft of the new Hanover - Würzburg line, section of the Hessian / Bavarian border - Würzburg. In: The Federal Railroad. Volume 53 (1977), Issue 12, pp. 883-893, ISSN  0007-5876 .
  10. ↑ Track price software 2011 (as of October 2010) ( Memento of the original from May 13, 2012 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. of DB Netz AG : route length from Nantenbach to Würzburg Hbf via Lohr station of 45.516 km. @1@ 2Template: Webachiv / IABot / fahrweg.dbnetze.com
  11. ↑ Track price software 2011 (as of October 2010) ( Memento of the original from May 13, 2012 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. the DB Netz AG : route length Nantenbach to Würzburg Hbf km from 36.218. @1@ 2Template: Webachiv / IABot / fahrweg.dbnetze.com
  12. ↑ a b Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, project group H / W South of the railway construction center (publisher): New line Hanover - Würzburg: Mühlberg tunnel I. Driving, expansion, equipment and costs . Brochure, September 1983, p. 26.
  13. ↑ Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group H / W South of the Bahnbauzentrale (publisher): New Hanover – Würzburg line. The Landrückentunnel. Driving, expansion, equipment and costs . Nuremberg, December 1984, p. 32.
  14. ↑ Silence of proceedings as DB planning progresses. In: Bayerische Staatszeitung . April 18, 1980, p. 4.
  15. ^ Helmut Maak : The railway construction group H / W South of the railway construction center . In: The Railway Engineer . tape 33 , no. 6 , 1982, ISSN  0013-2810 , pp. 269-278 .
  16. ↑ a b c K. G. Baur: Fulda − Würzburg and back. In: Railway courier . No. 205, October 1989, ISSN  0170-5288 , pp. 32-37.
  17. ↑ Helmut Maak : The new federal railway line between Main and Spessart (southern section Hanover – Würzburg). In: International Transport . Volume 36 (1984), Issue 2 (March / April), pp. 126-132, ISSN  0020-9511 .
  18. ↑ a b Nantenbacher curve will be built in spring. In: Aschaffenburger Volksblatt . July 22, 1989.
  19. ^ Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden 1991, ISBN 3-280-01994-X , pp. 14-19.
  20. ↑ New B 26 Langenprozelten – Gemünden must consider the new line. In: Main-Echo . No. 46, 1977, February 24, 1977.
  21. ^ Josef Theiner: The Schönraintunnel. In: concrete. 8/1991, pp. 378-380.
  22. ↑ Wolfgang Henn, Eberhard Jänsch: High-speed traffic in Germany - an interim balance . In: Wolfram O. Martinsen, Theo Rahn (Hrsg.): ICE - train of the future . Hestra-Verlag, Darmstadt 1997, pp. 90-99.
  23. ^ Horst J. Obermayer: New routes for the InterCityExpress. In: Herrmann Merker (Ed.): ICE - InterCityExpress at the start . Hermann Merker Verlag, Fürstenfeldbruck 1991, ISBN 3-922404-17-0 , pp. 57-69.
  24. ↑ Johannes Ungemach: Nantenbacher curve: memories of the maiden voyage. In: main-echo.de. May 27, 2019, accessed June 2, 2019 .