Kinzigtalbahn (Hesse)

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Fulda-Hanau
ICE on the three-track section, Gelnhausen on the left in the background
ICE on the three-track section, Gelnhausen on the left in the background
Line of the Kinzig Valley Railway (Hesse)
Kinzig Valley Railway
Route number (DB) : 3600
3677 (third track
Wolfgang – Hailer-Meerholz)

3826 (Schlüchtern – Elm)
3825 (Flieden – Elm)
Course book section (DB) : 615
Route length: 80.6 (formerly 87.6)  km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Power system : 15 kV 16.7 Hz  ~
Top speed: 200 km / h
Dual track : continuous,
Wolfgang – Hailer-Meerholz:
  three-track (two lines)
Route - straight ahead
Range from Bebra
   
High-speed route from Kassel
   
Vogelsbergbahn from Alsfeld
Station, station
110.6 Fulda
Station without passenger traffic
108.2 Fulda Gbf
Station without passenger traffic
105.7 Fulda-Bronnzell (formerly PV )
   
Rhönbahn to Gersfeld
   
High-speed route to Würzburg
Bridge over watercourse (medium)
Fulda
Bridge over watercourse (medium)
Lilac (multiple)
   
102.6 Kerzell
Bridge over watercourse (medium)
Dollbach
Plan-free intersection - below
High-speed route Fulda ↔ Würzburg
Bridge over watercourse (medium)
Lilac
Station without passenger traffic
99.7 Neuhof North
   
98.0 to the Neuhof-Ellers potash mine
Station, station
97.2 Neuhof (Kr. Fulda)
Bridge over watercourse (medium)
Lilac
Station, station
85.2 92.2 Flieden ( kilometer jump )
BSicon STR + l.svgBSicon ABZgr.svgBSicon .svg
level separation
BSicon ÜST.svgBSicon STR.svgBSicon .svg
82.0 0 00.0 Katzenberg ( Üst )
BSicon tSTRa.svgBSicon STR.svgBSicon .svg
Schlüchtern tunnel (3576 or 3995 m)
BSicon tSTR.svgBSicon eBHF.svgBSicon .svg
86.7 Thistle lawns (Flieden-Fuldaische Höfe)
BSicon tSTR.svgBSicon ABZl + l.svgBSicon STR + r.svg
(Route of the hairpin until 1914)
BSicon tSTR.svgBSicon STR.svgBSicon DST.svg
82.1 Elm (formerly PV )
BSicon tSTRe.svgBSicon STR.svgBSicon STRl.svg
Fulda-Main-Bahn to Gemünden
BSicon STRl.svgBSicon ABZg + r.svgBSicon .svg
→ 77.6 Schlüchtern Ziegenberg ( Abzw )
Station, station
74.4 Schluechtern
Station, station
68.1 Steinau (street)
Road bridge
Kinzigtal Bridge ( A 66 )
Bridge over watercourse (medium)
Tiny
Station, station
61.4 Bad Soden-Salmünster
Bridge over watercourse (medium)
Tiny
   
formerly Vogelsberger Südbahn from Birstein
Station, station
54.8 Waechtersbach
   
Narrow gauge railway "Emma" to Bad Orb
Station, station
50.4 Wirtheim
Stop, stop
47.2 Haitz - Höchst
   
Tiny
Station, station
44.092 Gelnhausen
   
Route to Giessen
Road bridge
A 66
BSicon .svgBSicon BHF-L.svgBSicon KBHFa-R.svg
41.206 Hailer - sea ​​wood
BSicon .svgBSicon HST.svgBSicon HST.svg
37,900 Niedermittlau
BSicon .svgBSicon WBRÜCKE1.svgBSicon WBRÜCKE1.svg
Hasselbach
BSicon .svgBSicon BHF-L.svgBSicon BHF-R.svg
33,860 Langenselbold
BSicon .svgBSicon HST.svgBSicon HST.svg
30.145 Rodenbach (b Hanau)
BSicon .svgBSicon SBRÜCKE.svgBSicon SBRÜCKE.svg
Hanau Cross
BSicon .svgBSicon BHF-L.svgBSicon BHF-R.svg
1,798 25,284 Wolfgang (Kr Hanau)
BSicon .svgBSicon KRZu.svgBSicon ABZg + r.svg
Line from Friedberg
BSicon .svgBSicon STR.svgBSicon BST.svg
0.000 00,000 Hanau Rauschwald (Abzw)
BSicon .svgBSicon STR.svgBSicon STR.svg
BSicon .svgBSicon STR.svgBSicon ABZgl.svg
Route to Hanau south side ,
to Großkrotzenburg to the Main-Spessart-Bahn
BSicon .svgBSicon STR.svgBSicon .svg
   
Connecting track from Hanau south side
BSicon KSBHFa.svgBSicon BHF.svgBSicon .svg
22.974 Hanau Hbf , Hanau station north side
BSicon KRZo.svgBSicon ABZglr.svgBSicon STR + r.svg
to the right main line to Frankfurt
BSicon KRZo.svgBSicon KRZo.svgBSicon ABZqr.svg
Right Main line Frankfurt – Hanau south side
BSicon STR.svgBSicon STR.svgBSicon .svg
BSicon STR.svgBSicon ABZg + l.svgBSicon .svg
21.761 Hanau Hbf, station Hanau Mainbrücke
line from Hanau south side
BSicon STR.svgBSicon STR.svgBSicon .svg
BSicon STR.svgBSicon STR.svgBSicon .svg
BSicon STR.svgBSicon STR.svgBSicon .svg
North Main S-Bahn ,
left Main line to Frankfurt
BSicon STR.svgBSicon STR.svgBSicon .svg

Swell:

The Fulda – Hanau railway line is a continuous double-track, partially three-track and electrified main line in Hesse . It leads from Fulda through the ridge and along the Kinzig to Hanau , which is why it is also known as the Kinzig Valley Railway .

It was built as part of the Bebra-Hanauer-Bahn or Kurhessische Staatsbahn , which merged with the Frankfurt-Bebraer Eisenbahn after the Prussian annexation of Kurhessen .

Expanded in places to a high-speed line , it is now part of the important main line between Frankfurt am Main and northern and eastern Germany .

history

The Kinzig Valley Railway and the German division

When, due to the division of Germany , the traffic flows in the West German railway network were newly formed, the traditional traffic from Frankfurt in the direction of Leipzig and Berlin was initially largely eliminated on the Kinzig Valley Railway .

In World War II the strategically important route goal from the air raids of the Allies , for that. B. on December 4, 1944 at Schlüchtern and Gelnhausen . After the Second World War, traffic in the direction of Hamburg shifted from the Main-Weser Railway to the Kinzig Valley Railway.

The line was electrified by 1961. In addition to around 3000 catenary masts and 250 kilometers of catenary, a traction current line with several hundred high-voltage masts was also built, which connected the Aschaffenburg power plant with the new Flieden substation . In addition to several bridges that were newly built to create the necessary clearance, the porous vault of the thistle lawn tunnel had to be renovated. On September 30, 1961, the electrified line between Hanau and Fulda was officially opened as the first electrified section of the north-south line . In September 1961, the 4000th electrified kilometer in the Deutsche Bundesbahn network had been celebrated near Wächtersbach .

In the course of the discussion about the connection of Fulda to the new Hanover – Würzburg line , various options were considered in the first half of the 1970s to connect the new line leading past Fulda south of Fulda with the Kinzig Valley Railway. Each double track height freely provided links should both coming from Kassel to Frankfurt and from Fulda towards Würzburg can be traveled (each in the opposite direction). In the construction phase of the new line, the integration of the Kinzigtalbahn in the Fulda junction was changed. Both routes leave since then in the direction of operating the node to the south before the new line towards Würzburg on the intersection building South crosses the Kinzig Valley Railway towards Hanau. In addition, the Mitte crossing structure , which connected the eastern track of the Kinzig Valley Railway with the main platform of the Fulda train station, was rebuilt.

On February 2, 1995, the scheduled use of double-decker cars on the route began, half of which was financed by Deutsche Bahn and half by the State of Hesse (from funds from the Municipal Transport Financing Act ).

Route expansion from the 1980s

Due to the high utilization of the mostly double-track line with long-distance, local and freight traffic, the establishment of a continuous high-speed line with speeds of over 160 km / h between Hanau and Fulda is planned in the long term , on which the fast long-distance trains less of the rest of the traffic and the tight curve radii in the Kinzigtal are slowed down.

The expansion of the line was already part of the expansion program presented in 1970 for the network of the Deutsche Bundesbahn . In the 1973 Federal Transport Infrastructure Plan , the Flieden – Frankfurt am Main section was listed as one of eight planned expansion lines for the railways. The line was no longer included in the coordinated investment program for federal transport routes up to 1985 presented in 1976 . The investment funds available were to be concentrated on the six expansion lines started at this point in time and the two new lines started. The expansion project was also not included in the 1980 Federal Transport Infrastructure Plan. As early as the mid-1980s, the line was considered to be congested and the operational quality in sections was very unsatisfactory.

The expansion project was again included in the 1985 Federal Transport Infrastructure Plan. In mid-1984, the Federal Railway Directorate in Frankfurt am Main began investigations into updating the Federal Transport Infrastructure Plan. An iterative procedure should be used to identify sections of the route that should allow the greatest possible shortening of travel times by means of small expansion steps and new superstructure options. An expansion speed of 200 km / h was aimed for. For the individual sections of the Kinzig Valley Railway, the investigation showed very different expenses due to changeable topographies and settlement structures. A bundle of measures totaling DM 460 million  (price as of 1984) was derived from this. On the 103-kilometer route, based on the 1985 Intercity timetable, depending on the train parameters, six to nine minutes of travel time improvements should be achieved compared to the 54-minute journey at the time. The line performance should be increased by around fifty trains per day and direction. A joint investigation of the Kinzigtal and Riedbahns on behalf of the Federal Ministry of Transport showed a benefit-cost factor of 15. With a total investment of 960 million DM (at the price level of 1983), an annual contribution to the economic results of the DB of 256 million DM per year expected. The section between Fulda and Frankfurt accounted for investment costs of 460 million DM. These results led to the inclusion of the Kinzigtalbahn in the urgent requirement of the Federal Transport Infrastructure Plan 1985. The measure was to be implemented as quickly as possible and to the start of ICE traffic in 1991 in major parts be completed.

Immediately after the resolution of the Federal Transport Infrastructure Plan in 1985, the Federal Railroad began planning the expansion project. As part of the preliminary planning completed in 1986, it was planned to create three high-speed sections at 200 km / h with a total length of 55 kilometers: between Hanau-Wolfgang and Gelnhausen- Höchst , north of Wächtersbach and between the Flieden and Fulda area. Between the southern and the middle high-speed section, the route should be able to be driven at 170 km / h. The lowest speed in the target state of 110 km / h should be achieved in Hanau-Wolfgang and Schlüchtern. For the project, major line improvements were planned in Kerzell, Neuhof, Bad Soden-Salmünster and Wirtheim, and smaller dislocations in Wächtersbach and Gelnhausen. Five passing lanes were to be rebuilt and five more extended. In addition, six new signal boxes and four new platform edges were to be built. Five signal boxes and a total of 41 bridges were to be rebuilt and the entire route was to be equipped with line control.

An examination by the headquarters of the Deutsche Bundesbahn showed that the specified budget of 460 million DM would be exceeded by 72 million DM. The expansion targets were therefore reduced. By reducing the expansion target in the section between Bad Soden-Salmünster and Haitz-Höchst from 200 or 170 km / h to 160 or 150 km / h, 65 million DM should be saved with a loss of driving time of 0.7 minutes. In addition, a passing track south of Gelnhausen and a transfer point with a total cost of around DM 5 million should be dispensed with.

In 1990 it was planned to invest 610 million Deutschmarks within six years, 150 million DM of which from crossing partners to remove level crossings. Half of the DB investment costs of 460 million DM were intended to increase capacity and increase performance. For the third track between Hanau and Gelnhausen alone, 179 million DM were calculated.

The planning from 1988 envisaged expanding the Wolfgang – Gelnhausen section to three tracks and for 200 km / h by 1991. The Neuhof – Fulda section was to follow until 1994. An extension of the three-track expansion to Wächtersbach was taken into account in the planning. Between 1986 and 1989, out of an estimated 460 million DM investments, 66 million DM were expended.

After the state of Hesse had requested a regional planning procedure for the three-track expansion Hanau – Gelnhausen and the line improvements Kerzell and Neuhof on December 1, 1986, there were delays. The expansion goal aimed at until 1991 had been reduced to an approximately 12-kilometer high-speed section between Rodenbach and Gelnhausen- Hailer by the end of 1988 . By then, all regional planning procedures with the exception of the Neuhof section had been completed and the majority of the planning approval procedures had been initiated. In 1989 the last of four spatial planning procedures for the Neuhof area was completed. 65 individual measures were planned along the 103 km route. At the end of 1989, 13 construction projects were in progress.

The official start of expansion was marked with a symbolic first ramming by the then Hessian State Secretary for Economic Affairs Dieter Posch on September 27, 1989 in Steinau an der Strasse. According to the planning status of 1989, the approximately 25-kilometer section between Hanau-Wolfgang and Gelnhausen-Höchst and the approximately 15-kilometer section between Flieden and the southern edge of Fulda were planned to be expanded to 200 km / h. As part of the decision on the future of the Schlüchtern tunnel, an extension of the northern high-speed section by a further 8 kilometers to the south should also be considered. Most of the rest of the route should be 120 to 160 km / h. Speed ​​drops after completion of the expansion were planned at Hanau-Wolfgang (90 km / h) and Schlüchtern (100 km / h). Around 120 individual measures were planned, including the removal of level crossings. After the completion of the expansion measures, speeds of 200 km / h should be possible on around 37 kilometers of the route. In connection with the expansion of the Riedbahn , the travel time between Fulda and Mannheim to the start of ICE operations (1991) should initially be reduced by seven and by 1995 by 15 minutes compared to the initial state.

The expansion work began in 1987; graduation was scheduled for 1994 (in 1991). The most important sub-project was the construction of the Schlüchtern tunnel . The second expansion stage was originally intended to be completed by the time the high-speed lines Hanover – Würzburg and Mannheim – Stuttgart were fully operational (1991). There were delays in the planning approval process , particularly in the removal of the 20 level crossings . Of the 25 plan approval sections, only four had been completed by the beginning of 1991, 13 under construction, five still in the planning approval process and three in the planning stage.

In 1992 the line was one of the five lines that should primarily be equipped with CIR-ELKE - high-performance block.

Expansion after German reunification

By the end of 1990, four of 25 planning approval sections had been completed, 13 under construction, five in the planning approval procedure and three in planning. The planning provided for a high-speed section between Hailer-Meerholz and Wolfgang as well as the Bronnzell-Flieden and Ahl-Wächtersbach sections to be put into operation for 160 km / h at the 1991 timetable change. The entire project should be completed in the second half of the 1990s.

After German reunification , and the expected increase in traffic on the line, a partial four-track expansion was considered in the early 1990s. The traffic forecast for the 1992 Federal Transport Infrastructure Plan envisaged 36 long-distance passenger and 104 freight trains per day and direction for the year 2010 on the upgraded route. In mid-1994, Deutsche Bahn expected 38 long-distance passenger trains and 25 freight trains. The segregation of fast and slow traffic ( network 21 ) is not yet taken into account.

The high-speed section (200 km / h) between Hailer-Meerholz and Hanau-Wolfgang was put into operation to commence scheduled ICE operations on June 2, 1991 . The sections Bronnzell - Flieden , Ahl - Wächtersbach and Wirtheim - Niedermittlau can now be driven at 160 km / h as planned. By the end of 1991 a total of 281 million DM of an estimated 630 million DM had been invested (price as of January 1, 1991).

On May 22, 1993, the third track between Hanau and Gelnhausen- Hailer (19 kilometers) went into operation. Like the parallel tracks in this section, it is largely designed for 200 km / h. In the four-year three-track expansion, combined with the upgrading of the existing tracks for 200 km / h, a total of 230 million D-Marks were invested, including around 150 million for the third track. A total of around 200,000 cubic meters of earth was removed and temporarily stored. The strength of the subsoil had to be increased in part by adding something.

With the possibility of overtaking regional trains "on the fly" through the establishment of the platform change operation, longer idle times in the stations could be avoided. The travel time on the 55-kilometer Wächtersbach – Frankfurt route was reduced by up to 18 minutes; the number of regional trains on working days was increased from 87 to 91 for commissioning. Further expansion is planned, but had to be stopped in 2004 due to a lack of federal funds.

From 2007, DB Netz AG built the New Schlüchtern Tunnel , which initially went into double-track operation in April 2011, and then renovated the old tunnel. At the beginning of 2014 the old tunnel went back into operation (single track). The second tube was dismantled on a track by June 2014; since then, one track has been available for each direction of travel. The permissible speed in this section was increased from 110 to 140 to 160 km / h as part of the renovation.

Construction site of the A 66 in the area of ​​the Neuhof train station (2010)

In the course of the new construction of the Bundesautobahn 66 Neuhof – Eichenzell, the route in the Neuhof area was re-routed over a 3.3 kilometer section. The line speed in the station area was increased from 130 to 160 km / h. The planned investments were (as of 2006) at 56 million euros. Commissioning took place in stages until the end of 2011.

A regional train from Wächtersbach to Frankfurt (Main) Hbf makes an unscheduled stop on platform 3 of the Niedermittlau station. In the background, the bridge of the bypass road from Gründau to Niedermittlau can be seen.

In December 2015, a bridge was built over the railway line in Niedermittlau to replace the previous level crossing.

At the end of December 2019, the Gelnhausen flood bridge was renewed, and auxiliary bridges that had been in use for several years were expanded. The station can then be driven again at 160 km / h. The auxiliary bridges were navigable at 90 km / h.

traffic

In 1993, a total of around 300 trains ran daily on the section between Gelnhausen and Hanau. Around 2006, around 175 trains per day ran in each direction in the section between Flieden and Fulda. 23 percent of this was accounted for by long-distance passenger transport , 18 percent by local passenger transport and 59 percent by freight transport . In passenger traffic, up to 9 trains per hour and direction (5 long-distance, 4 local trains) ran at peak load.

In 2015, too, 250 to 300 trains ran the route every day.

The line was declared a congested railway line on September 30, 2008 . Since 2011, freight trains have been relocated to other routes if possible. From December 2019, between 6 a.m. and 10 p.m., no additional passenger train paths beyond the line concept of the 2018 network timetable will be accepted. Two relief infrastructure measures are to be implemented in 2020 and 2021, which are only intended to improve the operational quality.

The transport demand on the route is expected to increase by 25 percent in long-distance transport by 2025 and by 53 percent in freight transport (as of 2017).

Infrastructure

A 16-kilometer section between Hanau and Gelnhausen (route kilometers 24.8–40.3) is equipped with line train control, has three tracks and can be driven at up to 200 km / h. In the rest of the area, the line is double-track and can be driven at speeds of up to 160 km / h.

The route between Wirtheim and Flieden is also equipped with ZUB 262 , as there are bends in the area of ​​Wirtheim, Wächtersbach and between Bad Soden-Salmünster and Flieden, some of which only travel at a maximum of 130 km / h (between Bad Soden-Salmünster and Schlüchtern can even only be driven at 110 km / h). With the introduction of the ICE T on line 50, travel time should be reduced. Arc-fast driving ( tilting technology ) is currently not used as planned after technical problems (as of June 2018).

Long-distance transport

Today the route is part of the ICE lines from northern and central Germany to southwest Germany via Frankfurt. The ICE traffic on the route book route 615 is mainly driven with ICE 1 and ICE T , the IC traffic with the usual trains from a class 101 (sometimes also class 120 ), various IC cars and a control car .

Local transport

The regional express RE50 from Fulda (during peak hours from Bebra ) and the regional trains RB51 from Wächtersbach to Frankfurt are also important on the route , which are connected to / from Bad Soden-Salmünster during peak working hours . Most Regionalbahn and Regional Express trains consist of a class 114 with 5 double-decker cars and a double-decker control car. Repeater trains with a class 114 and 3 double-decker cars as well as a double-decker control car also run several times a day. In commuter traffic, three tractions consisting of BR 114 + 2-3 double-decker cars + 1 double-decker control car + 5 double-decker cars + 114 series are used.

Freight transport

In addition to the Main-Weser Railway , it is one of the most important freight transport routes in Central Germany in a north-south direction. There is dense freight train traffic from almost all major German freight centers and neighboring countries. Transport services from private railway companies can also be seen frequently .

Around 60 freight trains per day and direction run between Hanau and Flieden, and around 110 between Flieden and Fulda (as of 2015). Due to the congestion, the majority of freight traffic runs separately from passenger traffic at night between 10 p.m. and 6 a.m.

future

Outdated expansion plans

Since September 30, 2008, the line has been classified by DB Netz AG between Hailer-Meerholz and Fulda as a so-called congested rail route. Since the 1990s there have been considerations to expand the line and re- route it for high-speed traffic. One solution that was discussed was the “ Mottgers brace ”. The plans envisaged that the new line at Wächtersbach would unthread the existing Kinzig valley railway and merge into the high-speed line Hanover-Würzburg in the Sinntal . Due to the higher speeds, the travel times from Frankfurt to Fulda and to Würzburg could have been reduced by around ten minutes each. In addition, the little-traveled section of the high-speed line Hanover – Würzburg between Fulda and Würzburg would have been used more. In the meantime, a "North Spessart variant" was considered as an alternative, which in fact largely corresponded to the Mottgers brace.

A spatial sensitivity analysis from 2002 revealed two possible solutions: a four-track expansion between Hanau and Gelnhausen with a new line from Gelnhausen ("Mottgers-Spange") and a four-track expansion and new construction Hanau – Gelnhausen – Fulda with an additional expansion Hanau – Aschaffenburg – Nantenbach ( –Würzburg). Building on this, Deutsche Bahn developed a preliminary planning for the variant comparison and incorporated it into the regional planning procedure. The necessary renovation of the Hanau main station would not have become part of the project.

In January 2013, Deutsche Bahn and the Hessian Ministry of Transport announced that they would begin further planning and, in the following months, set up a project infrastructure that would develop the transport and operational tasks. The municipalities and citizens involved should be involved in the planning at an early stage.

According to the planning status of 2009, the third track should first be extended via the Hailer-Meerholz station to Gelnhausen. A four-track expansion should be kept open as an option. A continuous four-track expansion between Hanau and Gelnhausen was planned around 2014. The Darmstadt Regional Council does not use a regional planning procedure. In 2014, Deutsche Bahn hoped to start the expansion around 2020. The preliminary planning for the was completed in May 2017 and construction is scheduled to start in 2025.

The expansion along the existing line is intended to avoid further cutting through the Kinzig valley.

Modernization of the existing line

Map of the Hanau – Würzburg / Fulda construction project with variants of the Gelnhausen – Fulda line. The current preferred variant is variant IV with an eastern bypass of the Kinzig reservoir.

The completion of the electronic interlocking in Flieden is planned for the end of April 2021 .

The barrier-free renovation of the train station in Schlüchtern was originally planned for 2018. However, since the corresponding tender was unsuccessful, it had to be canceled for the time being. When the station will actually be rebuilt is currently still open.

In July 2020, the Federal Railway Authority approved the construction of an electronic interlocking in Wirtheim.

Construction project Hanau - Würzburg / Fulda

The expansion of the route is envisaged as an urgent requirement in the Federal Transport Infrastructure Plan 2030 . The expansion of the line is divided into two sections. The first section extends from Hanau to Gelnhausen. In this section, the existing line is to be expanded to four tracks. It is planned to run the tracks for long-distance traffic inside and the tracks for local traffic outside. The preliminary planning for this has already been completed. Construction can be expected to start in 2025. However, so that the expansion can begin at all, the ESTW Gelnhausen must be implemented and the level crossings that still exist must be removed. The design speed is 230 km / h. The construction of the ESTW is to begin in 2019. The project is divided into seven plan approval sections. The northern section between Gelnhausen Ost and Langenselbold Ost is to be put into operation in 2030, and the remaining section to Fulda in 2036.

The second section extends from Gelnhausen to Fulda. In June 2018, an expansion variant was chosen as part of a dialogue forum, which Deutsche Bahn will introduce into the upcoming regional planning procedure as a preferred variant . The 44 km long new line between Gelnhausen and Kalbach-Mittelkalbach will largely be built in a tunnel. In Mittelkalbach, the merging into the high-speed line Hanover – Würzburg is planned and a link with the existing line is planned north of Schlüchtern. An opening date is not yet known.

literature

Web links

Commons : Kinzig Valley Railway (Hesse)  - Collection of pictures, videos and audio files
  • Course, operating points and permissible speeds of the route on the OpenRailwayMap

Individual evidence

  1. DB Netze - Infrastructure Register
  2. Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  3. ^ Hans-Günter Stahl: The aerial warfare over the Hanau area 1939-1945 . In: Hanauer Geschichtsblätter . No. 48 . Hanau 2015, ISBN 978-3-935395-22-1  ( formally incorrect ) , p. 220 .
  4. ^ Beginning of electrification of the north-south route . In: The Federal Railroad . tape 35 , no. 22 , 1961, ISSN  0007-5876 , pp. 1069-1072 .
  5. Engineer-Geological Institute Dipl. Ing. S. Niedermeyer: New line Hanover - Gemünden. Comparison of variants. Fulda - Hessian / Bavarian border km 210-250. Document from March 1975, pp. 1, 4, 112, Annex K 2-a.
  6. 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 .
  7. Double-deck car on the Frankfurt – Fulda route . In: Railway technical review . tape 44 , no. 3 , 1995, ISSN  0013-2845 , pp. 129 .
  8. a b c d e f Manfred Wölbing: The upgraded Fulda – Frankfurt (M) line - a component in the high-speed network of the year 2000 . In: Railway technical review . tape 36 , no. 7/8 , 1987, ISSN  0013-2845 , ZDB -ID 240040-6 , p. 483-493 .
  9. ^ Rüdiger Block: On New Paths. The new lines of the Deutsche Bundesbahn . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 30-35.
  10. Christian Woelker: Federal Transport Infrastructure Plan '80: The rail is catching up . In: Wolfgang Vaerst , Peter Koch (ed.): Yearbook of the Railway System, Vol. 31, Hestra-Verlag, Darmstadt 1980, pp. 30-36, ISBN 3-7771-0160-5 , ISSN  0075-2479 .
  11. a b Michael Hauck, Manfred Wölbing: Expansion measures in the Fulda – Frankfurt (Main) –Mannheim corridor . In: The Federal Railroad . tape 62 , no. 10 , 1986, pp. 785-788 .
  12. a b c d Rüdiger Block: ICE racetrack: The new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
  13. a b c d e Wolfgang Hoelke, Bernhard Holtmann: Operational infrastructure planning for the expanded Fulda – Frankfurt (M) –Mannheim line . In: The Railway Engineer . tape 39 , no. 8 , 1988, pp. 357-355 .
  14. a b c d Michael Hauck, Manfred Wölbing, Klaus Vollmer: A piece of the future . In: The Federal Railroad . tape 66 , no. 3 , 1990, ISSN  0007-5876 , pp. 287 f .
  15. ^ Notification of expansion and new lines in Hesse . In: Eisenbahn-Kurier , issue 12/1988, p. 45.
  16. The Federal Minister of Transport (ed.): Federal Transport Route Plan 1985 - Status of Realization . Annex to the status report of the Federal Transport Infrastructure Plan 1985 and the German Transport Infrastructure Plan. Bonn October 2, 1990, p. 6 .
  17. a b Michael Hauck, Manfred Wölbing: The removal of level crossings on the upgraded lines Fulda – Frankfurt and Frankfurt – Mannheim . In: Die Bundesbahn , 64, No. 11, 1988, ISSN  0007-5876 , pp. 1109-1113.
  18. Annual review 1988 . In: The Federal Railroad . tape 65 , no. 1 , 1989, ISSN  0007-5876 , pp. 61 .
  19. Review of the year 1989 . In: The Federal Railroad . tape 66 , no. 1 , 1990, ISSN  0007-5876 , pp. 83 .
  20. a b Start of the upgraded Fulda – Frankfurt / Main line . In: Die Bahn informs , Issue 5, 1989, p. 12.
  21. Peter Debuschewitz: The project CIR ELKE . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN  0007-5876 , pp. 717-722 .
  22. Year in review 1990 . In: The Federal Railroad . tape 67 , no. 1 , 1991, ISSN  0007-5876 , pp. 131 f .
  23. ^ Wilhelm Linkerhägner: Bundesverkehrswegeplanung '85 . In: The Federal Railroad . tape 66 , no. 10 , 1990, ISSN  0007-5876 , pp. 933-936 .
  24. German Bundestag (Ed.): Answer of the federal government to a small question (...): Saving possibilities through new routing of railways for high-speed traffic taking into account the tilting train technology . ( bundestag.de [PDF; 335 kB ] Printed matter 13/2130 of August 10, 1995).
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