Leipzig – Geithain railway line
| Leipzig Hbf – Geithain | |
|---|---|
.png&filetimestamp=20110819111134&) Excerpt from the route map of Saxony in 1902
| |
| Route number : | 6366; sä. LG |
| Course book section (DB) : | 525 |
| Route length: | 44.007 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | CM4 |
| Maximum slope : | 10.5 ‰ |
| Minimum radius : | 300 m |
| Top speed: | 160 km / h |
| Dual track : | L.-Paunsdorf – Leipzig Werkstättenstrasse |
The Leipzig – Geithain railway is a main line in Saxony . It runs from Leipzig via Bad Lausick to Geithain . It is part of the long-distance connection from Leipzig to Chemnitz . The line is not electrified and is essentially single-track. There is a 900 m long double-track section between the Leipzig-Paunsdorf and Leipzig Werkstättenstraße transfer points alone .
history
Prehistory and construction
Leipzig had had a rail link since the late 1830s, Chemnitz had a rail link in the early 1850s, but traffic between the two cities still required a long detour via Riesa. That is why the first railway committees were formed in the 1850s, demanding the construction of a line from Leipzig to Chemnitz. In addition to the industrial Mulde valley , other cities such as Borna , Burgstädt , Lausigk and Limbach also wanted to benefit from the route. Each committee presented its own route, which preferred its own location as strongly as possible. When the Borsdorf – Grimma section of the Borsdorf – Coswig line was opened in 1866 , a rail connection in the area south of Leipzig seemed more and more urgent, as numerous companies relocated their production to the new line. The Leipzig – Lausigk – Rochlitz stagecoach was also given up. This is why the demand for a Leipzig – Geithain – Chemnitz railway line was all the more vehement. However, the Saxon State showed little interest in this new rail link, the city built Borna then at his own expense a short spur track to the Leipzig-Hof railway . This route was opened in 1867. In 1872 the line from Kieritzsch – Borna to Chemnitz was extended. The variants of a connection from Leipzig via Lausigk and / or Grimma, which were also proposed when planning the direct Leipzig – Chemnitz connection, were not implemented. Together with the Glauchau – Wurzen railway line, which was opened from 1875 to 1875, a railway connection in the Lausigk area was a long way off.
The Lausigk Railway Committee did not give up and continued to send petitions to the Saxon state parliament . Admittedly, the project initially received little attention, on the one hand there were innumerable submissions from all over Saxony, on the other hand the rail connection near the existing lines in the more agricultural area around Lausigk was not profitable. The implementation as a narrow-gauge railway was also considered, but decidedly rejected by the affected area and the Saxon finance minister Léonçe von Könneritz . It was only when Chemnitz and Leipzig supported the even shorter connection between the two cities that railway construction appeared realistic. The route was approved by the second chamber of the state parliament in 1883, but the first chamber still refused to approve it. Only after mediation was the construction of the railway approved on March 20, 1884.
The first preparatory work had begun before the final decision to build the railway was made. The groundbreaking ceremony took place on November 11, 1885 in Liebertwolkwitz . The route through level terrain did not cause any problems during construction, but south of Liebertwolkwitz there were several very swampy areas to be crossed. The civil engineering work was carried out mainly by Bohemians and Poles, the rest was done by Italians. The long winter of 1885/86 brought the work to a complete standstill, and in the summer of 1886 already completed sections of the route were destroyed again by heavy rain. On April 26, 1887 the police inspection of the route took place, during which no construction defects were found. The ceremonial opening of the line took place on April 30, 1887, with great participation from the population, and the opening train was hauled by a class IIIb locomotive . Actual operations began on May 2, 1887.
In Leipzig, the line was integrated into the Dresden train station in 1887 , which had been expanded for this purpose. With the renovation of the Leipzig train station in 1913, the starting point of the route was moved to the main train station. This led to the route being extended by 270 meters.
business
Initially, three pairs of trains ran on the route every day, and there was a fourth on Sundays.
Platform barriers were set up on all stations in 1898. The route increasingly developed into the main connection between Chemnitz and Leipzig, partly because it was around 8 km shorter than via Kieritzsch. The busy Leipzig – Altenburg section of the Leipzig – Hof railway line could also be relieved. To improve travel traffic, the Leipzig – Liebertwolkwitz section was expanded to two tracks from 1914 onwards. In 1916 the two-track operation was opened. Relocation of the second track to Belgershain was approved in 1920 for around 800,000 marks and was already under construction, but was canceled again due to a new cost calculation.
The route survived the Second World War largely undamaged. After the Second World War, the Liebertwolkwitz – Bad Lausick section was initially intended as a reparation payment. The dismantling work had already started in Liebertwolkwitz when the Borna – Großbothen railway line was dismantled at short notice instead of the Liebertwolkwitz – Bad Lausick section. The second track on the Engelsdorf Werkstätten – Liebertwolkwitz section was also dismantled in 1946. Since around 1970, many of the mechanical full barrier systems, especially those on the open route, have been replaced by train-operated half-barrier and stop light systems. The last one was Post 14 in Holzhausen, this plant went into operation in January 1991. Most entry and several entry signals were replaced by light signals in the 1980s. Around 1990 the superstructure consisted entirely of the K49 shape with, apart from a few sections, completely welded rails on concrete sleepers.
In addition to a pair of local goods trains, passenger and express trains ran in the 1980s, the latter between Leipzig and Karl-Marx-Stadt and once a day to and from Cranzahl in the Ore Mountains, and the pair of night express trains D728 / 729 Karl-Marx-Stadt-Rostock and back.
After 1990
The long-distance trains running beyond the two endpoints were discontinued at the beginning of the 1990s, for which the express trains were initially switched to a two-hour cycle and a little later renamed " Regionalschnellbahn " (RSB). In addition, since the delivery of the modernized Halberstadt center-entry carriages , they have operated as push- pull trains and subsequently with class 628.5 railcars . Between June 2003 and December 2004, the Leipzig – Chemnitz line was modernized via Bad Lausick to increase the maximum speed to 160 km / h. More than 100 million euros have been invested in this. An Alcatel electronic interlocking was built in Geithain for the section from Mölkau, while the section from Leipzig-Dresden freight station to Leipzig Werkstättenstraße was included in the Leipzig Ost electronic interlocking. The second track between Leipzig Hbf and Leipzig-Paunsdorf was omitted except for a crossing section in the Leipzig-Dresden freight station, as well as all connections to the Engelsdorf freight station and all other facilities previously used for freight traffic. All crossing safety systems were replaced by those of the RBÜT type. The superstructure had been prepared in sections for the increase in speed since the mid-1990s. Bridges that were lost were also replaced during the full closure, whereby no consideration was given to the double-track condition between Leipzig and Liebertwolkwitz, which could be re-established by then. The use of vehicles subsequently changed several times, after the first diesel multiple units of the 612 and 643 series appeared around 1999, the first series became indispensable from December 2004 for meeting the travel times of the regional express trains. After only eleven years, with the transfer of operational management from RE to the Mitteldeutsche Regiobahn, they were replaced by push-pull trains, which, however, only reach speeds of 140 km / h and cannot use the line's tilting equipment. DB Regio has been using class 641 diesel multiple units for regional railways since they took over these services in June 2016 . In addition, the transport authority ZVNL subsequently increased the number of kilometers ordered in order to extend the hourly service from Bad Lausick to Geithain from Monday to Friday. In addition, an additional railcar was ordered so that both circuits can be driven in double traction during rush hour.
Incidents
On the night of September 11, 1995, a truck with an excavator loaded on a low-loader trailer drove along State Road 38 between Großpösna and Liebertwolkwitz. However, the boom of the excavator was not completely in the transport position, it got stuck in the superstructure of the railway bridge, was torn from the trailer, moved it out of its bearings and damaged it beyond repair after it had been damaged by a similar accident six months earlier . The result was a full closure of the Liebertwolkwitz – Belgershain section for almost a year. The express trains were diverted via Borna, and replacement rail services had to be set up for the passenger trains. The new bridge superstructure was again built using steel construction without a continuous ballast bed.
On December 8, 2009, the rear railcar of the Regional Express RE 3729 derailed at around 9.30 a.m. on the single-track route between Bad Lausick and Geithain at the Hopfgarten stop. Parts of the vehicle had drilled into the track bed after an engine failure. The car tilted and caught fire, which, according to the railway, could be extinguished quickly. Larger parts of the engine block on the fourth railcar were torn from their anchorages.
On September 20, 2011 at around 1:13 p.m., a regional express rammed a car at a level crossing (post 31) in the Lauterbach district of Bad Lausick. The first railcar of the class 612 four-car train derailed, fell from the embankment onto a field and lay on its side. The other railcars also derailed, but came to a stop next to the track. The rammed car had previously been waiting in accordance with regulations at the half-barrier system there. A pickup truck hit the car at apparently high speed, pushing it onto the track. The driver was able to escape from the car in time.
outlook
After an expansion of the Leipzig – Neukieritzsch – Borna – Geithain – Chemnitz route was examined several times between 2008 and 2012 to improve the railway infrastructure between Leipzig and Chemnitz and the start of preliminary planning for the expansion of that route via Borna had been announced, the Free State Saxony and Deutsche Bahn signed a contract in January 2013 for the preliminary selection of variants for the expansion and electrification of the Chemnitz – Leipzig route. An expansion via Bad Lausick and Borna should now be examined. As a result of the preliminary investigation, the route via Bad Lausick (and thus the inclusion of the Leipzig – Geithain railway line) was specified as the preferred variant. The main advantages of this variant were given as a realizable travel time of 50 minutes as well as passenger-friendly transfer connections to the other long-distance lines in Leipzig Central Station. In July 2013, the Free State of Saxony and Deutsche Bahn signed a planning agreement for the further expansion and full electrification of the Leipzig – Chemnitz railway line. The Free State of Saxony provided planning funds of around 2.4 million euros for this purpose. The preliminary planning was completed in summer 2014 and presented to the public in August 2014. In the course of the Leipzig – Geithain route, in addition to electrification, the restoration of dual tracks in the Leipzig city area, also between Leipzig Werkstättenstrasse and Liebertwolkwitz, and four selective measures to increase the line speed are planned. This also includes relocating the route near the Lauterbach-Steinbach stop and the associated replacement of the Posten 31 level crossing with a road overpass. According to media reports, commissioning can be expected after eight years at the earliest. The Free State of Saxony intends to commission the further planning in a timely manner and to finance this proportionately. The project has been registered for the Federal Transport Infrastructure Plan 2030 .
In June 2018, Minister of Transport Martin Dulig announced that the federal government would include the route in "urgent needs". The Free State of Saxony is also ready to take on the costs of the “technical preliminary design” of around ten million euros. The preliminary planning will be revised by the end of 2020. Because the regional express is to run every half hour in future, a double-track expansion of the Liebertwolkwitz – Bad Lausick section is also planned.
From 2023-line Regional Express are on the new 6 between Leipzig and Chemnitz Akkumulatortriebwagen type Coradia Continental are used that are procured from Transport Association Central Saxony itself. With the trains approved for 160 km / h, the travel time between the two major cities should fall back to under an hour. Once the planned route electrification has been completed, the trains, which will be fully equipped for catenary operation, can continue to be used without modification.
Train traffic
Today, only local rail passenger trains that are ordered and financed by the Zweckverband for the Leipzig local traffic area run on the Leipzig – Geithain route . With the Regional-Express RE 6 (Chemnitz-Leipzig-Express) (since the timetable change in December 2015: Transdev Regio Ost under the marketing name Mitteldeutsche Regiobahn ), there is a fast hourly train service between Leipzig Hbf , Bad Lausick and Geithain. These trains continue to Chemnitz Hbf . This offer is complemented by the hourly local trains on the Leipzig – Geithain route that serve all stops on the way (since June 12, 2016: DB Regio Südost , previously Transdev Regio Ost for many years).
Route description
course
The railway line has its starting point in Leipzig Central Station. Initially, the line runs in an easterly direction parallel to the Leipzig – Dresden line . In the Stünz district , the route leads south. From Liebertwolkwitz the route runs south-east to Geithain train station.
Operating points
Leipzig central station ⊙
After the opening of the Leipzig main station , which was built from 1902 to 1915 , the route now started in the new central station. Previously, the line had been integrated into the Dresden train station .
Leipzig-Liebertwolkwitz ⊙
Leipzig-Liebertwolkwitz (until December 13, 2003 only Liebertwolkwitz ) was initially the most important stopover alongside Lausigk. Still opened as a stop, Liebertwolkwitz was elevated to a station on July 1, 1898. Numerous industrial companies settled in the immediate vicinity of the station. The station had to be expanded several times. A small locomotive was stationed here for the extensive freight transport , for which a corresponding shed was built. From 1913 to 1946 the line from Leipzig to Liebertwolkwitz was double-track, the directional operation based on this in the station remained until the renovation in 2003. Some commuter trains ended here and had to be relocated at great expense because of the directional operation. A reception building, a goods shed, two mechanical interlockings of the "Bruchsal I" design (from which, in addition to numerous switches, three mechanical full barrier systems were operated), a signaling and telecommunications workshop and a civil servants' residence were located on the high-rise buildings. At times, a railway maintenance depot was also located here. From Liebertwolkwitz, the connections in the former Holzhausen (Sachs) station, which was closed in 1971, were also served by transfer trains.
With the turn of 1989/90, the freight traffic decreased drastically, the station was built back on the two platform tracks in two stages.
The high-rise buildings of the Lt and Ls signal boxes were demolished during the renovation in 2003-2004.
Großpößna ⊙
Although the community of Großpösna tried to find a stop while the railway was being built, it was only opened on October 8, 1933. Previously, the railway had always ordered the residents to the Liebertwolkwitz station or, later, Oberholz. The facilities only consist of a platform on the planum that has only been prepared here for the double-track expansion that was demolished in the 1920s and a massive waiting hall. The level crossing at Posten 16, located directly at the stop, which was secured with a mechanical full barrier until 1982 and then with a half-barrier system of the Hs 64b design, was replaced by a bridge slightly to the north during the full closure from 2003 to 2004. At the same time, the bridge a few meters next to it was built over the A 38 motorway, which was built later.
Belgershain ⊙
At first, Belgershain station was just a stop, and it wasn't until May 1, 1905 that the station was elevated to a station. Since numerous surrounding villages also used the station, the station had to be expanded by 1900. A loading lane, a goods shed and a side ramp were available for freight traffic. The two-storey reception building housed the baggage and ticket issuance as well as the command control center Bn. The guard signal box Bw and a railway house were built on other high-rise buildings. In the 1930s, the village with only around 700 inhabitants even had a connection to the long-distance network when several express trains crossed in the station with three main tracks. The third main track was dismantled after the end of the war.
Even today, Belgershain still functions as a crossing station, although all but two of the remaining tracks were removed when the line was renovated in the 1990s. The intermediate platform on the continuous main track was demolished with the renovation in 2003–2004, which meant that, despite the hourly service, only every second train could stop at Belgershain station. The unsatisfactory situation was only improved in 2009 with the construction of a second outer platform and a pedestrian bridge.
Bad Lausick ⊙
In addition to Liebertwolkwitz, Lausigk station was the most important intermediate station on the line when operations opened. Initially equipped with five tracks, the station was soon expanded due to the increased traffic. As a result of the railway connection, among other things, Lausigk developed into a health resort, until the end of the First World War the express trains on the route did not stop here.
As early as the early 1920s, the station was rebuilt for the long-planned “cross line” Borna – Großbothen . The line was not opened until 1937, but was dismantled again in 1947 as a reparation payment.
In the 2000s, the remaining tracks were radically reduced to two tracks, but Bad Lausick still serves as a crossing station today.
Hopfgarten (Sachs) ⊙
The station already had four different names during its operation, in detail these were:
- Initially: Hopfgarten
- until June 30, 1911: Hopfgarten i Saxony
- until December 21, 1933: Hopfgarten (Sa)
- since December 22, 1933: Hopfgarten (Sachs)
At first Hopfgarten was only a stop, on May 1, 1905 the station was elevated to a train station. Apart from a loading siding, there were almost no other facilities for the time being. It was not until 1915 that an intersection was needed between Bad Lausick and Geithain due to the increased train density that the Hopfgarten station was expanded. After the expansion, Hopfgarten had three tracks with nine switches, a station building, a signal box and a goods shed. There was also a loading lane and a loading ramp.
On June 1, 1987, Hopfgarten was downgraded to the stopping point and all tracks were dismantled except for the continuous track. The station was already practically meaningless in freight traffic. Because of the schedule-related train sequence, a block section was set up near Hopfgarten around 2010.
Tautenhain ⊙
Similar to Hopfgarten, Tautenhain was originally just a stop. On May 1, 1905, Tautenhain station became a station, but it was relegated to a stop again on September 1, 1933. Today only the continuous main track is left at the breakpoint. The station building and the goods shed are also still preserved.
Geithain ⊙
At first only through station on the route Kieritzsch-Chemnitz, which was Geithain station completely rebuilt before commissioning of the railway line Leipzig-Geithain. In addition, a locomotive station was built. Geithain was also more important in freight transport, as large quantities of building materials from the nearby brickworks and quarries had been loaded into the station since the end of the 19th century.
The station area was given its current appearance from 2002, when large parts of the station were dismantled with the expansion of the Leipzig – Chemnitz line. From standing here electronic interlocking of the type Thales since December 2004 all the way from Mölkau and in addition the routes will Neukieritzsch Chemnitz between Frohburg and Wittgensdorf center and also belonging to the Regional Network of Central Saxony route Borsdorf-Coswig controlled between Naunhof and Leisnig.
See also
literature
- Erich Preuß , Reiner Preuß : Saxon State Railways. transpress Verlagsgesellschaft mbH, Berlin 1991, ISBN 3-344-70700-0
- Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , Bildverlag Böttger, Witzschdorf 2006, ISBN 3-937496-17-3
Web links
- Website Der Geithainer
- Construction project Leipzig-Chemnitz in the BauInfoPortal of Deutsche Bahn
- Tradition on the Leipzig-Geithain railway line in the holdings of the Reich Railway Directorate in Halle in the Saxony-Anhalt State Archives, Dessau department
Individual evidence
- ↑ Route data on www.sachsenschiene.de
- ↑ Railway Atlas Germany 2007/2008 . 6th edition. Schweers + Wall, Aachen 2007, ISBN 978-3-89494-136-9 . , Pp. 46, 70, 131
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 6 ff.
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 21 f.
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 22 ff.
- ^ Wolfram Sturm: Railway Center Leipzig . From the beginning to the present. Pro Leipzig e. V., Leipzig 2003, ISBN 3-9807201-9-5 , pp. 36 .
- ↑ a b Erich Preuß , Reiner Preuß : Saxon State Railways . 1st edition. transpress Verlagsgesellschaft mbH, Berlin 1991, ISBN 3-344-70700-0 , p. 89, 143, 148, 151 .
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 25
- ↑ a b www.sachsenschiene.de Multi-track line expansion in Saxony (accessed on May 19, 2014)
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 138 f.
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 54
- ↑ a b Free State of Saxony and Deutsche Bahn initiate planning agreement for electrification and expansion of the Leipzig - Chemnitz line. (No longer available online.) DB Mobility Logistics AG, July 16, 2013, archived from the original on January 11, 2014 ; Retrieved July 19, 2013 .
- ↑ Nadine Stitterich: The Geithainer rolls. Zweckverband für die Nahverkehrsraum Leipzig (ZVNL), July 2016, accessed on June 26, 2018 .
- ↑ Reinforcement for the "Geithainer". Zweckverband für die Nahverkehrsraum Leipzig (ZVNL), February 2018, accessed on June 26, 2018 .
- ↑ Thomas Lieb: After the train accident in Bad Lausick, investigations are ongoing. In: Leipziger Volkszeitung. December 9, 2009, accessed September 23, 2011 .
- ^ Thomas Lieb: Railway line Leipzig-Chemnitz free again after train accident. In: Leipziger Volkszeitung. December 8, 2009, accessed September 23, 2011 .
- ↑ Ekkehard Schulreich: Serious train accident near Bad Lausick: Regional train catches car and tips over into field. In: Leipziger Volkszeitung. September 20, 2011, accessed September 23, 2011 .
- ↑ Samira Sachse: No fast long-distance traffic for Chemnitz. Saxony's Transport Minister Sven Morlok: Direct connection Chemnitz-Leipzig is currently not an issue. (No longer available online.) In: Freie Presse . April 26, 2010, archived from the original on January 1, 2017 ; Retrieved February 12, 2012 .
- ↑ dpa: Chemnitz is to be linked to fast long-distance traffic again. (No longer available online.) In: Sächsische Zeitung. November 24, 2008, archived from the original on August 26, 2014 ; Retrieved February 12, 2012 .
- ↑ Saxony is investing in the Chemnitz-Leipzig route ( memento of April 9, 2012 in the Internet Archive ). In: Mitteldeutscher Rundfunk , January 28, 2012. Retrieved January 29, 2012.
- ↑ Contract signed for the preliminary selection of variants for the expansion and electrification of the Chemnitz ‒ Leipzig line. Deutsche Bahn AG, January 4, 2013, archived from the original on February 15, 2013 ; Retrieved January 4, 2013 .
- ↑ Free State of Saxony and Deutsche Bahn initiate planning agreement for electrification and expansion of the Leipzig - Chemnitz line. Saxon State Ministry for Economic Affairs, Labor and Transport, July 16, 2013, accessed on August 21, 2014 .
- ↑ a b c Electrification and expansion of the Leipzig - Chemnitz route: preliminary planning completed. Saxon State Ministry for Economic Affairs, Labor and Transport, August 19, 2014, accessed on August 20, 2014 .
- ↑ Key results of the preliminary planning. (PDF, 220 kB) Saxon State Ministry for Economic Affairs, Labor and Transport, August 19, 2014, accessed on August 20, 2014 .
- ↑ Jan-Dirk Franke: ICE connection for the region will come in eight years at the earliest. The preliminary planning for the expansion of the railway line from Chemnitz to Leipzig has been completed. The project will devour around 250 million euros. Freie Presse , August 19, 2014, accessed on August 21, 2014 .
- ↑ DB AG continues planning the Chemnitz-Leipzig route. In: medienservice.sachsen.de. Saxon State Ministry for Economic Affairs, Labor and Transport, June 17, 2018, accessed on June 19, 2018 .
- ^ Leipzig - Chemnitz. In: BauInfoPortal. Deutsche Bahn AG, accessed on January 25, 2020 .
- ↑ VMS press release from September 27, 2019
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 79 ff.
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 125 ff.
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 127
- ↑ www.sachsenschiene.de Belgershain (accessed on May 19, 2014)
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 128
- ^ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , pp. 130 ff.
- ↑ a b Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 133
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 100 ff.
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