Kassel-Wilhelmshöhe train station
| Kassel-Wilhelmshöhe | |
|---|---|
 General view from the east
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| Data | |
| Design | Riding station |
| Platform tracks |
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| abbreviation | HFC |
| IBNR | 8003200 |
| Price range | 2 |
| opening | May 29, 1991 |
| Profile on Bahnhof.de | Kassel-Wilhelmshoehe |
| Architectural data | |
| architect | Andreas Brandt, Giovanni Signorini, Yadegar Asisi / Peter Schuck |
| location | |
| City / municipality | kassel |
| Place / district | Bad Wilhelmshöhe |
| country | Hesse |
| Country | Germany |
| Coordinates | 51 ° 18 '44 " N , 9 ° 26' 50" E |
| Railway lines | |
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| Railway stations in Hessen | |
The Kassel-Wilhelmshöhe station is the most important station in the north Hessian city of Kassel . It is located in the western district of Bad Wilhelmshöhe on Wilhelmshöher Allee , is used by around 30,000 travelers every day, is an ICE stop and an important train station in the German high-speed network .
history
First train station
Establishment
The Kassel-Wilhelmshöhe station was put into operation with the Kassel-Bebra line by the Friedrich-Wilhelms-Nordbahn-Gesellschaft in 1848 under the name Wahlershausen . It was initially controversial whether a train station would be worthwhile at this point along the route. Trains between Kassel and Gerstungen , and a little later those that ran on the Main-Weser Railway , stopped here. The station was placed right next to the intersection of the railway with Wilhelmshöher Allee , which ensured good road connections. The originally planned underpassing of the avenue was, however , dispensed with for cost reasons in favor of a level crossing on the same level . The station not only opened up the village of Wahlershausen , but also the Wilhelmshöhe Castle, two kilometers away . The reception building was therefore also equipped with a prince's room , a waiting room for the highest sovereignty in the southern corner projections . Julius Eugen Ruhl made a number of designs for the reception building. These had very different dimensions for it. A smaller variant was finally implemented, a two-storey brick building decorated with terracotta with five axes, corner projections and a turret as a roof turret , which emphasized the central axis, in the style of Italianizing neo-renaissance . The waiting rooms and service rooms were on the ground floor, and two service apartments on the first floor. The building was rebuilt several times over the course of time and lost a considerable part of its decoration, but was finally only demolished immediately before the construction of the new Kassel-Wilhelmshöhe long-distance train station. At an unknown point in time, the station was given the new name Wilhelmshöhe .
Structural changes in the 19th century
When the steam tram was relocated in Wilhelmshöher Allee in 1877 , it initially crossed the tracks of the railway next to Wahlershausen station at the same level. This was probably considered inappropriate in terms of traffic, so that in 1878/79 the railway was lowered by about six meters, over which Wilhelmshöher Allee was led with a bridge. As a result of this lowering for the neighboring station building, the tracks there - and of course the platforms - had to be lowered. A retaining wall was built towards the station building, into which a staircase was integrated, through which passengers could now get to and from the trains. In addition, a footbridge was built to the platforms.
In 1879, the Kassel – Waldkappel railway (“Lossetalbahn”) was connected to the Wilhelmshöhe station , which was given its own platform on the east side of the station (today's platform 9/10).
In 1899 a third track was added for the main line.
In 1902 the narrow-gauge Herkulesbahn was opened. It drove lignite and basalt that were mined in Habichtswald to Wilhelmshöhe station, where it was transferred to the state railway. Wilhelmshöhe also became an important freight yard .
Since 1904, the Kassel – Naumburg railway has also flown here, and is still operated as a museum railway today.
Local traffic connection
In 1877 it was connected to the steam tram from Königsplatz to Wilhelmshöhe, and in 1900 the tram to Mulang was connected . After 1902, the Herkulesbahn also carried local traffic to and from the Wilhelmshöhe station. From 1911 three and later four tram lines ran here.
Events
A few days after the Battle of Sedan , the captured Emperor Napoleon III met on September 5, 1870 . Arriving in a Belgian saloon car from Cologne via the Deutz-Gießener Railway at Wilhelmshöhe station, from where he was taken to the castle that was assigned to him as a stay. Empress Eugenie visited him there from October 30 to November 1, 1870 incognito , who also arrived and left at Wilhelmshöhe station. When leaving for Hanover , she bought her ticket for the onward journey to Hanover. Emperor Napoleon III. left on March 19, 1871 from Wilhelmshöhe station for British exile.
In 1907, Kaiser Wilhelm II received his uncle, King Edward VII of Great Britain and Ireland, on a one-day state visit in front of a crowd of 70,000. In the same year, King Chulalongkorn of Thailand also used the station to visit the emperor.
On November 14, 1918, Field Marshal Paul von Hindenburg arrived at Wilhelmshöhe station. He resided in the castle hotel and from there organized the demobilization of the German army after the end of the First World War . He also left here on February 12, 1919.
August 1, 1919, the existing station was Wilhelmshöhe the new name Cassel-Wilhelmshöhe .
The last time the station was the focus of a state reception on May 21, 1970, when Federal Chancellor Willy Brandt received the Prime Minister of the GDR , Willi Stoph , for a one-day visit. The political talks also took place in the castle hotel. The guests had arrived on the GDR state train.
Structural changes in the 20th century
In the 1930s, the passage of the bridge under Wilhelmshöher Allee had become too narrow for the needs of the railway, which wanted to carry a larger number of tracks here. But even the lane of the avenue itself was too narrow for the car traffic that had arisen. In 1938 - with rail and tram traffic running, only the motor vehicles were diverted - a new bridge was built, which initially eliminated the traffic problems.
From 1942 to 1944, the Reichsbahn and the city administration of Kassel were still developing plans to convert Wilhelmshöhe station into the main station for Kassel. The concept was not dissimilar to that implemented 40 years later, but World War II prevented its implementation.
During the Second World War, the station and its station building were severely damaged, but the road bridge crossing it was largely spared. However, it collapsed in 1946, when a freight train with tank cars , the gasoline had charged for a hot box came to a stop there and burned. The heat was so great that the steel girders of the bridge lost their strength and the structure collapsed.
The station building, which was badly damaged in the war, was rebuilt in simplified forms and received a shop extension in the style of the 1950s.
Long-distance train station
Variant discussions
According to the planning status of the new Hanover – Würzburg line from September 1971, a stop in Kassel-Wilhelmshöhe was planned. Drafts of the pre-routing from 1972/1973 envisaged driving under Kassel with a 6.4 km long tunnel. The tube would have run straight between Vellmar- Obervellmar and Kassel- Wehlheiden . To connect the city to the north (Hanover), both a direct route via Holzminden and a route via Göttingen were under discussion. At Vellmar-Obervellmar these converged (with route kilometers 125 Holzminden or 144.3 Göttingen ). At the southern tunnel portal, the route should briefly run east parallel to the existing route and be linked to it there.
In the course of the planning of the new line, four alternatives to the guided tour through Kassel were examined from 1972; a variant II is not explained in the specified source:
- Variant I envisaged a route across the Kassel-Wilhelmshöhe station;
- Variant III envisaged a route running east of Kassel city center with a new train station in Kassel-Bettenhausen ;
- Variant IV would have followed variant I coming from the south to Kassel-Wilhelmshöhe station and then running east to Kassel main station . The urban area would have been left in a north-westerly direction after the terminus station;
- Variant IVg envisaged a north-south axis through Kassel, which should tunnel under the city area and would also have reached Kassel main station underground.
The originally planned large profile of the new line had previously been planned with an extraordinarily complex route on various routes that were independent of the variants planned later. For an 18 km long comparison section in the Kassel area, costs between 1.6 and 2.5 billion D-Mark (price status: 1975) were calculated.
Planning the location
The regional planning procedure for the Hessian section of the new line was initiated with a letter dated February 7, 1974 and was later interrupted. It was resumed with a letter dated November 21, 1975, whereby the district of Kassel - including the urban area of Kassel - was initially not included. Years followed in which the potentially affected districts of Kassel tried, according to the Saint Florian principle , to spare their own district from construction work and traffic as much as possible. Therefore, the city of Kassel put 1977 on the establishment of an underground line station as a through station under the existing terminal station Kassel main station - including a tunnel under the city of Kassel - determine what the situation but also not reassured. A new station building at the Wilhelmshöhe location and various above and underground access variants were also examined. The Bundesbahn favored the Wilhelmshöhe location with an above-ground route, the so-called west route .
Both variants were examined in the regional planning procedure, which was carried out from 1978 to 1980. Flanked by numerous reports and counter-reports, they were discussed controversially in public. The underground variant was - according to the Federal Railways - considerably more complex, more expensive and associated with greater stress on the population. In the beginning it was mainly complex problems of urban development that had to be resolved, but later the discussion increasingly shifted to questions of noise protection. On March 29, 1979, the Federal Railroad opened an exhibition on the new building projects in Kassel. The "first groundbreaking" ceremony for the Hessian section took place on November 13, 1981. Ultimately, the city of Kassel agreed to the station in Wilhelmshöhe after studies had shown that this location was not disadvantageous for the future and development of the city center. High costs, the construction time and a presumed poor enforceability led to proposals for an underground through station under the main station being rejected in favor of the peripheral station Wilhelmshöhe.
The new station was initially designed as a purely long-distance station , at which only the long-distance trains running on the new line were to stop. The connection to the existing main station was to be made via shuttle trains . In the course of further planning, in the course of a discussion process that ran from 1979 to 1986, a rethink began in which it became clear that the existing main train station would give up its function as a central rail hub to the new Wilhelmshöhe train station and the existing central train station would be used more as a city train station close to the center would.
Architectural competition and planning of the reception building
The design of the station goes back to an architectural competition held in 1981 . For the first time in around 30 years, the railway launched a competition to design a train station.
The architectural competition in 1982 (other source: 1981) was won by the Berlin architects Andreas Brandt (Büro Brandt & Böttcher), Giovanni Signorini and Yadegar Asisi , and Shahryar Raeis, who were also commissioned with the planning and execution. In 1985 the architects' planning contract was withdrawn after the city determined that the transport links were inadequate. This phase was called the preliminary project . During this phase, the design of the structure was fundamentally changed several times. The Dietrich, Waning, Guggenberger offices were also involved in the design of the ramp halls and the parking deck, and the Schuck architecture office for the furnishings.
900 objections were raised as part of the planning approval process. At the instigation of the then Hessian Environment Minister Joschka Fischer , the District Directorate Forests and Nature Conservation filed a lawsuit against the project, but later withdrew it. On September 10, 1984, the planning approval decision for the area of the train station (planning approval section 12.5 of the new line) was issued. This decree - at the same time as that of the neighboring section 12.4 - concluded the planning approval procedure in the 111 km long central section of the new line. The Federal Railroad ordered immediate execution for the plan approval section . At the beginning of March 1985, the city and the Federal Railroad reached an agreement on the design of the station and the transport links.
Particularly controversial was the fact that the Deutsche Bundesbahn wanted the platforms to be only accessible via long ramps, which cars should use to drive to the tracks. During the planning phase, the client was finally convinced of the need to also connect the platforms via stairs. Thanks to its ramp concept, the station should be completely barrier-free .
construction
The construction of the new train station "under the rolling wheel" required complex construction site equipment, which had to be redesigned again and again as construction progressed.
The topping-out ceremony for the canopy, which was considered to be the completion of the shell construction of the entire new line, took place on January 18, 1990.
The construction costs amounted to around 300 million DM (about 153 million euros ). The construction costs of the new line at the Kassel junction were put at 60 million DM per kilometer. On the free stretch between Kassel and Fulda, DM 32 million per kilometer was incurred.
layout
The Kassel-Wilhelmshöhe station is a through station with four platforms and two through tracks in a cut in the terrain. It is divided into two halves with regular service: While long-distance trains stop at two platforms on the west side, regional trains run on the two platforms on the east side. Two through tracks were created for freight traffic. The very wide platforms are dark and draughty due to the covering and the rows of fish belly supports in the middle, which led to the nickname Palace of a Thousand Winds for the station.
The platforms are primarily accessed from a two-storey, 220 m long reception building arranged across the northern track compartment. From here the ramps and stairs lead down. In the southern area of the platforms, additional stairs and elevators lead to the platforms. This second access option is primarily aimed at users of a parking lot for cars with 300 parking spaces above the platforms.
The station forecourt in front of the station building is an extension of Wilhelmshöher Allee. It is covered by a 90 m long and 65 m wide canopy. This rests on 59 irregularly arranged columns 15 m above the forecourt and also protrudes into the axis of Wilhelmshöher Allee. The tram and bus stops are located here.
opening
The station was inaugurated between May 29 and June 1, 1991 as part of a comprehensive four-day program. On the afternoon of May 29, 1991 Jürgen Kastner , President of the Federal Railway Directorate in Frankfurt , symbolically handed over the key, on which an ICE was depicted, to Kassel's Mayor Wolfram Bremeier . Numerous security forces, including several hundreds of the police, secured the event. On May 30th, trial trips with the ICE to Fulda and back were offered at special prices.
The opening ceremony of the new station was overshadowed by the symbolic start of high-speed traffic in Germany on the same day (May 29). With the start of ICE traffic, the full length of the high-speed line between Hanover and Würzburg was put into operation. It was planned that the ICE opening event would take place in Kassel at the end of the 1980s. Five ICE trains reached the new station as part of a rally from Bonn , Hamburg , Mainz , Stuttgart and Munich and drove there at the same time. Federal President Richard von Weizsäcker symbolically set the exit signal to green at 12:00 o'clock and said: “ The high-speed traffic in the Federal Republic of Germany is now open. “The driver of the scheduled premiere ICE (Hamburg from June 2nd, 5:33 am), Harry Pfaffe , symbolically handed over the key for the train. The other opening speeches were given by Federal Transport Minister Günther Krause , Federal Railroad Board Member Heinz Dürr and Hesse's Prime Minister Hans Eichel .
2,500 invited guests from politics and business celebrated at the station, which is closed to the public. After three hours, the five special trains left again. Since there were initially no toilets in the train station, long queues formed in front of two toilets in the train station parking lot.
business
As part of an "immediate program" for station refurbishment, 341,000 euros are to be made available for the station, as it became known in August 2020.
Adjacent plants
The depot for the historic Hessencourrier steam train is located in the southern area of Kassel-Wilhelmshöhe station . A new depot for Cantus Verkehrsgesellschaft was also set up there at a later date .
Connection
Long-distance transport
| line | route | Clock frequency |
|---|---|---|
| ICE 11 | Berlin - Magdeburg - Hildesheim - Kassel-Wilhelmshöhe - Würzburg - Munich | one train a week at night |
| ICE 12 | Berlin Ostbahnhof - Braunschweig - Hildesheim - Kassel-Wilhelmshöhe - Fulda - Frankfurt (Main) - Mannheim - Karlsruhe - Freiburg (Brsg) - Basel SBB (- Interlaken Ost ) | Every two hours |
| ICE 13 | Berlin Ostbahnhof - Braunschweig - Kassel-Wilhelmshöhe - Frankfurt South - Frankfurt Airport | Every two hours |
| ICE 20 | ( Kiel -) Hamburg - Hanover - Kassel-Wilhelmshöhe - Frankfurt (Main) - Mannheim - Karlsruhe - Freiburg (Brsg) - Basel SBB (- Zurich HB - Chur ) | Every two hours |
| ICE 22 | (Kiel -) Hamburg - Hanover - Kassel-Wilhelmshöhe - Frankfurt (Main) - Frankfurt (Main) Flughafen Fernbf - Mannheim (- Heidelberg ) - Stuttgart | Every two hours |
| ICE 25 | ( Lübeck -) Hamburg - Hanover - Kassel-Wilhelmshöhe - Fulda - Würzburg - Nuremberg - Ingolstadt - Munich (- Garmisch-Partenkirchen ) | Hourly |
| ICE 26 | ( Ostseebad Binz -) Stralsund - Rostock - Hamburg - Hanover - Kassel-Wilhelmshöhe - Gießen - Frankfurt am Main - Heidelberg - Karlsruhe | Every two hours |
| Hamburg-Altona - Hamburg Dammtor - Hamburg - Hanover - Kassel-Wilhelmshöhe (- Karlsruhe / Wörgl / Schwarzach-St. Veit ) | individual trains | |
| ICE 41 | Munich - Nuremberg - Würzburg - Fulda - Kassel-Wilhelmshöhe - Paderborn - Hamm (Westf.) - Dortmund - Duisburg - Düsseldorf ( Cologne main station / Köln Messe / Deutz - Wiesbaden - Frankfurt ) | a pair of trains |
| IC 26 | Westerland / Sylt - Hamburg - Hanover - Kassel-Wilhelmshöhe - Fulda - Würzburg - Augsburg - Oberstdorf / Berchtesgaden | individual trains |
| IC 51 | (Cologne -) Düsseldorf - Duisburg - Essen - Dortmund - Hamm (Westf) - Paderborn - Kassel-Wilhelmshöhe - Eisenach - Erfurt - Weimar - Jena - Gera | individual trains |
| Typical travel times in 2015 from Kassel-Wilhelmshöhe with Intercity-Express and Intercity |
|||
|---|---|---|---|
| target | Intercity Express | Intercity | |
| Amsterdam | 5:24 | - | |
| Basel | 4:16 | - | |
| Berlin | 2:49 | 3:14 | |
| Brussels | 5:30 | 8:03 | |
| Frankfurt | 1:24 | 2:03 | |
| Hamburg | 2:11 | 2:34 | |
| Hanover | 0:56 | 1:01 | |
| Cologne | 2:36 * | 3:48 | |
| Copenhagen | 7:37 | - | |
| Leipzig | 2:49 | 2:47 | |
| Munich | 3:18 | 4:05 | |
| Paris | 5:34 | - | |
| Stuttgart | 2:59 | 4:51 | |
| Vienna | 6:47 | - | |
| Zurich | 5:24 | 7:57 | |
* to Cologne Messe / Deutz platform 11/12; to the main station five minutes longer
Local transport
literature
- Walter Engels (Ed.): In the middle of Germany. Kassel-Wilhelmshöhe train station . Hestra-Verlag, Darmstadt, 1991, ISBN 978-3-7771-0235-1 .
- Folckert Lüken-Isberner: Kassel's long-distance train station in the urban fabric - unknown plans of the 20th century . In: Lutz Münzer (Ed.): From the dragon to the RegioTram. Railway history in the Kassel region . Kassel 2014, ISBN 978-3-933617-56-9 , pp. 101-108.
Web links
- Tracks in service facilities (FKW) , DB Netz AG (PDF)
- Representation of the track system as well as some permissible speeds and signals on the OpenRailwayMap
References and comments
- ↑ HFC = former Reichsbahn F rankfurt , K assel- W ilhelmshöhe
- ↑ Escalators and more space are required for each lane . February 18, 2019, accessed February 18, 2019 .
- ↑ a b c d e f g h i j k l m n o p Jochen Lengemann: Eye-Glances. Twelve on the history of Wilhelmshöhe station and a map . In: Walter Engels (Ed.): In the middle of Germany. Kassel-Wilhelmshöhe train station . Hestra-Verlag, Darmstadt, 1991, ISBN 978-3-7771-0235-1 , pp. 11-21.
- ^ Siegfried Lohr : Planning and buildings by the Kassel master builder Julius Eugen Ruhl 1796–1871. A contribution to the building history of Kassel and Kurhessen in the 19th century . Masch. Diss. Darmstadt [1982], pp. 329-332.
- ↑ In a number of the articles published by Engels there are numerous historical photos, drawings and plans of the Wahlershausen / Wilhelmshöhe train station as illustrations.
- ↑ Railway Directorate in Mainz (ed.): Official Gazette of the Railway Directorate in Mainz of October 8, 1921, No. 57. Announcement No. 1101, p. 623.
- ^ Werner Siegloch: Local public transport at Wilhelmshöhe station . In: Walter Engels (Ed.): In the middle of Germany. Kassel-Wilhelmshöhe train station . Hestra-Verlag, Darmstadt, 1991, ISBN 978-3-7771-0235-1 , pp. 109-118.
- ↑ Railway Directorate in Mainz (ed.): Official Gazette of the Railway Directorate in Mainz of October 8, 1921, No. 57. Announcement No. 1101, p. 623.
- ↑ The Hessian Prime Minister - State Chancellery: Short minutes of the information meeting between representatives of the Deutsche Bundesbahn, the regional planning communities for North Hesse, East Hesse and Lower Main and the state planning authorities on September 9, 1971 in Wiesbaden . File number III B 31 -93e 08 / 05-561 / 71 . Wiesbaden, September 18, 1971.
- ↑ Fulda station is connected to the DB express line with a connecting curve . In: Fuldaer Zeitung , September 15, 1973.
- ↑ a b c Central Transport Management Mainz (Ed.): New Hanover-Gemünden line . Plan 410.4101Nv101. Edited in January 1972 Langhanki , drawn in January 1972 Bönjer , plan dated February 1, 1972 as of November 20, 1973, p. 2 of 2.
- ↑ a b Central Transport Management Mainz (Ed.): New Hanover – Gemünden line. Pre-routing. Km 125.00-149.00 . Plan 410.4101Nv1723 from September 29, 1972.
- ↑ a b c d e f g h i j Michael Bergholter, Günter Klotz: New Kassel-Wilhelmshöhe station . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 , pp. 159-164.
- ^ A b c Helmut Weber, Walter Engels, Helmut Maak: The new Hanover – Würzburg line . In: Railway technical review . 28, No. 10, 1979, pp. 725-734.
- ↑ District President in Kassel : Expansion program of the German Federal Railroad (DB), new Hanover – Würzburg line . Letter dated November 21, 1975. File number P 6 - 93 c 08 - 05 a . Letter of November 21, 1975, p. 7 f.
- ^ Michael Bergholter, Günter Klotz: New Kassel-Wilhelmshöhe station . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 , p. 111 ff
- ^ Michael Bergholter, Günter Klotz: New Kassel-Wilhelmshöhe station . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 , p. 113 f
- ↑ a b c d e Final spurt for express traffic: Kassel's new train station is growing . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 5/1989, pp. 4-7.
- ↑ Edmund Mühlhans, Georg Speck: Problems of the terminal stations and possible solutions from today's perspective . In: International Transport . tape 39 , no. 3 , 1987, ISSN 0020-9511 , pp. 190-200 .
- ↑ a b Annual review 1991 of the Deutsche Bundesbahn . In: Die Bundesbahn , vol. 68, issue 1, January 1992, ISSN 0007-5876 , p. 54.
- ^ A b Association of German Architects / Deutsche Bahn AG / Förderverein Deutsche Architekturzentrum (ed.): Renaissance of the railway stations: The city in the 21st century . Vieweg-Verlag, Wiesbaden 1996, ISBN 3-528-08139-2 , pp. 86-89.
- ↑ a b c d Hercules helped . In: Süddeutsche Zeitung , No. 124, 1./2. June 1991, ISSN 0174-4917 , p. 15.
- ↑ Udo Langner: The Odyssey of a station planning . In: Walter Engels (Ed.): In the middle of Germany. Kassel-Wilhelmshöhe train station . Hestra-Verlag, Darmstadt, 1991, ISBN 978-3-7771-0235-1 , pp. 49-72.
- ↑ a b Kassel-Wilhelmshöhe train station . In: Renaissance of the railway stations. The city in the 21st century . Vieweg Verlag , 1996, ISBN 3-528-08139-2 , p. 86 f.)
- ^ Frank Thonicke: Stuttgart 21 and Kassel 91: How rail projects are planned and implemented. In: hna.de. December 13, 2010, accessed on December 31, 2016 (German).
- ^ Deutsche Bundesbahn, Project Group H / W Mitte (Ed.): Brief Information No. 4/84 . Frankfurt, October 5, 1984, 2 A4 pages.
- ^ Progress in mountain and valley . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 2/1985, p. 7.
- ↑ Bredthauer / Hasselmann.
- ↑ Konrad-H. Naue, Bringfried Belter: Final spurt for the new Hanover – Würzburg and Mannheim – Stuttgart lines . In: Die Bundesbahn , year 1990, issue 10, pp. 937–940.
- ↑ a b c With braked power into a new railway age . In: Süddeutsche Zeitung , No. 123, May 31, 1991, ISSN 0174-4917 , p. 64.
- ↑ Dieter Goebel, Klaus Marten: The new line in the Fulda station - planning and implementation of the intersection structures in the middle and north . In: The Federal Railroad . tape 60 , no. 10 , 1984, ISSN 0007-5876 , pp. 739-746 .
- ↑ "Kassel is now in the top division" . In: Hessische Allgemeine Zeitung - Kasseler Zeitung , No. 123, 30./31. May 1991, p. 13
- ↑ Delay for the ICE start . In: Hessische Allgemeine Zeitung - Kasseler Zeitung , No. 123, 30./31. May 1991, p. 8.
- ^ A b Federal President Richard von Weizsäcker gave the starting signal for the InterCityExpress . In: Die Bundesbahn , issue 7/8, 1991, p. 817 f.
- ↑ a b Dieter Eikhoff: Everything about the ICE . transpress-Verlag, Stuttgart 2006, ISBN 978-3-613-71277-5 , pp. 63-96.
- ↑ Green signal for new ICE trains . In: Hessische Allgemeine Zeitung - Kasseler Zeitung , No. 123, 30./31. May 1991.
- ↑ Hessische Allgemeine , August 25, 2020.
- ↑ ICE network ( Memento from January 5, 2012 in the Internet Archive ) (network map of Deutsche Bahn), valid until December 8, 2012, on archive.org