Landrückentunnel

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Landrückentunnel
Landrückentunnel
The south portal of the tunnel
use Railway tunnel
traffic connection Hanover – Würzburg high-speed line (double-track)
place Ridge
length 10.779 km
Number of tubes 1
cross-section 81-99 m²
Largest coverage 220 m
construction
building-costs 320.7 million DM
start of building September 28, 1981
business
operator DB network
release May 1988
map
Map Tunnels im Landücken.png
Tunnels in the land ridge: Schlüchtern tunnel (red) and Land ridge tunnel (black)
location
Landrückentunnel (Hessen)
Red pog.svg
Red pog.svg
Coordinates
North portal 50 ° 24 '22 "  N , 9 ° 39' 3"  E
South portal 50 ° 18 ′ 35 "  N , 9 ° 39 ′ 47"  E

The Landrückentunnel is a railway tunnel on the high-speed line Hanover – Würzburg . With a length of 10,779 m, it is the longest tunnel in Germany . He drives the osthessischen massif ridge and therefore carries that name.

In the tube, which was built between 1981 and 1986, there are two tracks on a ballasted superstructure , which can be driven at speeds of up to 250 km / h under the influence of line trains.

course

The tunnel is located in East Hesse , about 15 km south of Fulda , in the Fulda– Würzburg section . It is located in the districts of Fulda and Main-Kinzig , with the municipality of Kalbach , the city of Schlüchtern and the municipality of Sinntal .

Between the north portal in Kalbach ( kilometer 251.3, 50 ° 24 '22.8 "  N , 9 ° 39' 3"  O ) and the Südportal at Weichersbach (range 262.2 Km, 50 ° 18 '35 "  N , 9 ° 39 ′ 47 ″  E ) the tube crosses the ridge , a ridge running in an east-west direction that reaches a height of around 550 m above the tunnel. The chain of hills forms the Rhine-Weser watershed , which separates the Fulda and Main river basins from one another. To the north, after a short cut, the 364 m long Kalbach viaduct follows immediately, to the south, also after a cut, the 427 m long Mottgers bridge. The tunnel runs approximately in a north-south direction and is located in a sparsely populated area. It passes under the districts of Eichenried and (on the edge) Veitsteinbach of the municipality of Kalbach, the state roads 3141 and 2364 and the foothills of Weichersbach (municipality of Sinntal).

The route is largely straight. In the area of ​​the north portal there is a left curve with a radius of 7000 m , which merges into a straight line of 1,886 m in a 315 m long transition curve . Another curve with a radius of 7000 m follows between two further transition arches (each 315 m long). The tunnel runs in a straight line for the further 7287 m to the south portal.

  • Tunnel sign in front of the north portal

  • The north portal with the foothills of the rescue area (right)

  • View into the north portal with the south-east falling route

  • South portal with Mottgers' Sinntal Bridge in front

Two transfer points (four points each ) have been set up in the tunnel at route kilometers 252.1 ("Landrücke North") and 258.2 ("Landrücke South") , on which trains can switch to the other track at speeds of up to 130 km / h .

Elevation

An ICE drives into the south portal of the Landrückentunnel (center). The wide ridge can be seen as the first elevation that the Landrückentunnel crosses from this side.

The gradient drops off the north portal throughout south, following the Sinntal, the Main river from. In front of the north portal of the tunnel is 386.35  m above sea level. NN the highest point on the high-speed line Hanover – Würzburg. The north portal is 385.30 m (measured over the top of the rail ), the south portal 280.60 m. At the Main near Gemünden a height of 275 m is reached. On the northern 3532 m there is a continuous gradient of 4.081 per mille, the remaining section up to the south portal drops with 12.5 per mille (rounded tip: 25000 m).

The terrain above the tunnel rises in the northern quarter of the tube from around 400 m to around 510 m (south of Eichenried ), then initially drops to around 450 m and then rises again to around 525 m (northeast of Gundhelm ) south-east of Veitsteinbach . In the further course, it first drops again to around 450 m before reaching the highest elevation above the tunnel route at around 555 m on the north-eastern edge of a basalt quarry on the Breiten First , around 4.4 km from the south portal. The terrain then drops towards the south portal in several inclines and descents to around 290 meters in altitude.

The overburden reaches its greatest value in the middle of the tunnel at 220 m. There is little overburden near the south portal; The terrain also slopes gently towards the north portal.

Window studs

Two window tunnels , which served as intermediate attacks during construction, remained 1.5 km (at 50 ° 19 ′ 26 ″  N , 9 ° 39 ′ 47 ″  E ) and 2.9 km from the south portal (at 50 ° 20 ′ 2.7 ″  N , 9 ° 39 ′ 55.7 ″  E ) as entrances for route maintenance and can be used as emergency exits:

  • The 636 m long northern window tunnel is located at 259.1 km, 7,832 m from the north portal. According to the planning status of 1984, a length of 615 m was planned. The tunnel is located on an 85 m long driveway. After a 70 m long straight, a curve of 120 m radius follows behind the entrance. After another 370 m, the tunnel is reached at an angle of 80 degrees . The gradient of the tunnel drops by one percent towards the portal and thus enables free drainage via a water pipe with a diameter of 50 cm that runs below the tunnel. The excavated cross-section of the tunnel is 43 m² (up to 7.08 m wide, up to 6.30 m high). The lane width is 5.80 m, the clear passage height is 4.20 m. (All data: planning status from 1984)
  • The southern side tunnel is 174 m long and is 1576 m from the south portal. According to the planning status of 1984, a 104 m long gallery was planned, which leads in a straight direction into the tunnel axis.

There are around 1,390 m between the two exits from the tunnel.

  • Portal of the northern window gallery

  • Access to the northern window gallery, in a wooded area

  • Access to the southern gallery

  • Access to the southern gallery

Between the northern emergency exit and the north portal there is no possibility of leaving the tunnel in the event of danger for 7.83 km. It is the longest distance between two escape routes in a German railway tunnel. In 2001, Deutsche Bahn refused to set up additional emergency exits with reference to disproportionately high costs and a very low risk of accidents.

geology

In the area of ​​the Landrückentunnel there are mainly Triassic rocks , in particular the middle red sandstone .

construction

The width of the tunnel is up to 13.44 m, and 12.50 to 12.66 m above the top of the rails. The superstructure is 9.10 m wide with a track spacing of 4.70 m. The height between the top of the rail and the apex is between 7.78 and 8.52 m.

Cable ducts with a diameter of 35 × 40 cm were set up on both sides of the carriageway, which are connected to each other via crossings at a distance of 44 m. The groundwater that accumulates in the mountain is drained away via a drainage system with two pipes, each with a useful cross-section of 250 mm, running below the tunnel. All of the water is fed into a receiving water at the south portal . The water from the northern pre-cut is discharged into the Kalbach.

Next to the two tracks there is a 1.20 m wide escape route . 21 emergency telephones were installed at a distance of 600 meters.

history

The Landrückentunnel is the second longer railway tunnel that crosses the Landrückentunnel. As early as 1914, the almost 3.6 kilometer long Schlüchtern tunnel on the Fulda – Frankfurt am Main railway line went into operation near Schlüchtern .

planning

The draft of the route for the expansion program for the network of the German Federal Railways planned for the extension Hanover – Gemünden provided for a crossing of the ridge. In the pre-routing of 1973, a longer tunnel was planned, the north portal of which should be south of Mittelkalbach and the south portal between Oberzell and Ramholz.

The route submitted in January 1974 for the regional planning procedure ( variant I ) provided for a tunnel to cross the ridge that would have started north of Eichenried and ended east of Mottgers. The planned length was 8,850 m. The underlying maximum longitudinal incline was 18 per thousand. The tunnel should run largely in a straight line and drop continuously to the south at 7.289 per mille.

The regional planning procedure for the Hessian route section was initiated with a decree of the Hessian Prime Minister of January 23, 1974. It was opened on February 7, 1974 by the District President of Kassel with the request for comments from the public authorities .

In the course of the hearing of the public authorities in the same year, the tunnel route in the area of ​​the north portal was moved to the east. The south portal was moved to the west and relocated about one kilometer to the south. If the south portal in the spatial planning road was still planned for Schwarzenfels (northwest of Weichersbach ), the modified tunnel only came to the surface again southwest of Weichersbach (north of Mottgers). As part of variant II , which was presented a little later , this crossing was moved to the west (north portal southwest of Mittelkalbach, south portal at the same point) and the tunnel was extended. The regional planning procedure was later interrupted until the DB presented an additional route variant III for the Fulda area.

The proceedings were resumed on November 21, 1975 without the section of the route located in the Kassel district (including the city of Kassel).

A geological and hydrological exploration program was carried out between 1976 and 1981, including core drilling , chisel drilling and ram sounding . In September 1982 geotechnical tests followed in the first completed window gallery. Architects and landscape planners were involved in the design of the portal areas.

The planning approval procedure for the northern section of the tunnel was initiated on May 25, 1981, for the southern section it began on October 16, 1981.

Before the start of construction work on the tunnel, a 615 m long window gallery was built as an entrance. It was advertised on July 6, 1981, submitted on August 5, and awarded on September 3, 1981, and was built by ARGE Fensterstollen for 6.7 million DM . The tunnel was one of the first measures to be tendered and awarded in the southern section of the new line. The tunnel, initially planned to be 620 m long, was intended as a third point of attack to accelerate the construction work and at the same time provide further information about the mountains.

The construction of the actual driving tunnel was divided into three sections (lots) and on 21 May 1982 announced , on August 3 submittiert respectively, and on August 25 (South and Central Section) on August 27, 1982 (northern section) awarded : * The Los Nord was awarded to ARGE Landücken Nord for 84.3 million DM . The working group consisted of the companies Baresel AG (Stuttgart), Strabag Bau-AG (Würzburg) and Heilit and Wörner (Frankfurt am Main).

  • The middle lot went for 83.9 million DM to ARGE Landrück Mitte , a working group of the companies Heitkamp (Herne), Thyssen Schachtbau ( Mülheim an der Ruhr ), Mayreder (Linz), Kraus & Co. and Ing.Karl Jäger (Schruns / Vorarlberg).
  • The southern section was for 68.6 million DM to the Association for Rural back Tunnel South , consisting of the company Polensky & publican (Frankfurt am Main), General Construction Company - A. Porr (Vienna) and Staug (Vienna), awarded.

In 1981 the planned length of the tunnel was 10,710 m. At the beginning of 1982, 10,757 m was assumed. In 1983 and 1984 a length of 10,747 m was given. A source from late 1983 speaks of 10,755 m. At the end of 1984 the planned length of the driving tunnel was 10,779.30 m (distance between the ridge points ).

The planned total investments for the period from 1981 to 1986 were 320.7 million DM. This amount was higher than the sum of the individual awards and included inflationary effects as well as cost increases that were expected after the start of the tunneling due to unfavorable conditions. When construction began in 1982, costs of 250 million DM had been officially expected, although higher costs were expected. The first regular trains were supposed to use the tunnel from 1989.

In the planning and construction phase, the tunnel was also referred to as Object 86 .

The tunnel was said to be connected underground to a NATO ammunition depot above the tube, which was completed in 1984 .

construction

The construction work on the longest tunnel in Germany began on September 28 in 1981 with the stop of the 615 m long tunnel window. The construction work on the window gallery, which was ongoing until September 1982, preceded the tender for the drive tunnel. In this way, findings from its construction could be taken into account when building the tunnel. The attack on the driving tunnel was committed on December 3, 1982 in the central section. The northern section followed on December 17, 1982, and finally the southern section on March 14, 1983.

At the beginning of September 1984, around half of the tunneling had been completed. The dome jacking had reached a length of 6.6 km.

The drive took three years to complete, the expansion of the tunnel another year. The shell of the pipe was completed on January 16, 1986. The net construction costs were 335 million DM. This amount includes the costs for the disposal of the excavated material, which could not be used for any other construction work on the new line. The costs for the access tunnels are not included. Construction work ended on August 10, 1986.

Up to 370 men were deployed during the construction phase. The average jacking capacities were between 1.9 and 6.3 m per day and construction lot , depending on the geological conditions . A total of around 1.5 million cubic meters of material was excavated; the material was brought out of the tunnel with up to 500 truck trips per day.

For the two-track tunnel, depending on the mountain quality and profile type, an excavation cross-section of an average 121 m² (from 102 to 141 m²) was created according to the “ New Austrian Tunneling Method ” using blasting with three parallel drives.

The project group Hanover – Würzburg of the railway construction center at the Nuremberg Federal Railway Directorate of the former German Federal Railroad acted as the client .

Lot north

View from the north portal (June 1985)
View of the north portal during the construction phase (April 1986)

The north construction lot (3343.05 m) was initially built from the north portal over a length of around 80 m using the cut-and-cover method. The mining operation began there over a length of 3263.4 m. Originally planned was a length of 3579 m, with construction costs of 84.3 million DM.

Construction work began on October 25, 1982 with the construction of the access roads. The tunnel was opened and the christening took place on December 17, 1982 . The tunnel sponsorship for the section Annegret Luis took over. The symbolic first demolition was triggered by Christa Gohlke, the wife of the then Bundesbahn CEO Reiner Gohlke . In addition to Reiner Gohlke, Federal Transport Minister Werner Dollinger attended the ceremony . Other guests included Heribert Reitz (Hessian Minister of State for Economics, Technology and Finance) and Fritz Kramer , District Administrator of the Fulda District. At this point in time, 113 kilometers of the 327 kilometers of the high-speed route had been approved (building law); Construction work was ongoing in 19 places.

Full tunneling began on March 14, 1983. Around 100 people were employed. The excavation from this section was dumped on the Eichenried landfill , about two kilometers from the portal.

The ventilation was initially ensured via the north portal. Due to the drive length of over 2000 meters, a ventilation shaft was required, which was built 2,058 m south of the north portal, with a depth of 62 m and a diameter of 250 cm.

The construction site was set up at the north portal . A concrete plant was built near the tunnel portal for the construction period .

Lot middle

The middle section (4521.0 m) was driven from the end of the 615 m long window gallery in a northerly direction. Originally, the lot was planned to be 4472.4 m long. After part of the facility could be taken over from the previously constructed window gallery, work on the middle section began on September 8, 1982 with the construction of the construction site. The construction site was set up in front of the portal of the window gallery; Living and working containers were placed apart for reasons of noise protection. The tunneling began on November 9th, the official tunnel construction with baptism was celebrated on December 3rd, 1982. Ursula Priemer, the wife of a local mayor, took on the sponsorship of the central section and the window gallery.

To provide fresh air for miners and equipment, a ventilation shaft 93 m deep and 220 cm in diameter was built about three kilometers from the south portal, about 60 m north of the confluence of the window gallery. Later, a second, 158 m deep ventilation shaft with a diameter of 260 cm, 2,858 m north of this shaft, was built. After the drive had reached the second shaft, the first shaft was closed.

The necessary concrete was obtained from a nearby concrete plant. The excavated material was initially stored on an intermediate landfill at the portal of the window gallery, later the material was temporarily stored in the tunnel. The final landfill took place in the basalt quarry Weinstrasse, about seven kilometers away.

A 30 m long chimney caused particular problems during the drive in mid-November 1984. After the mountains had behaved good-naturedly when driving the dome, the pressure in the mountains rose alarmingly when the bench was being followed; there were cracks and ridge settlements, anchors gave way and pieces of shotcrete broke off. After the immediately installed supports did not bring any improvement, the section had to be cleared by the driving team. Shortly afterwards, the pipe that had just been excavated collapsed in the area of ​​the vent. It took just under three months until the zone was redeveloped in small steps and expanded steadily. People weren't hurt.

Lot south

View of the south portal during the construction phase (May 1985)

The 2915.25 m long southern section was originally intended to be driven from the south portal and was a little longer at 2,963 m. When the construction work was awarded, an attack with a 104 m long side tunnel, around 1500 m north of the south portal, was identified as a more economical and noise-friendly solution for the surrounding area. From this intermediate attack, the drive was carried out in both directions: the north drive ran over a length of 1,359.6 m, the south drive over 1,448 m. An open construction method was used at the south portal over a length of 108 m.

Due to the necessary rescheduling for the realization of the window gallery variant, including new official permits, the construction of the construction site could not begin until January 17, 1983. The construction of the access tunnel was completed on March 14, 1983 with the stop and the christening of the driving tunnel.

The construction site was set up in the area of ​​the south portal. Three terraces were set up on a slope . The concrete requirement in this section was covered by a nearby concrete plant. The ventilation shaft originally intended for ventilation in the area of ​​the access tunnel could be replaced by ventilation above the side tunnel. The excavation was brought by road vehicles over the access tunnel to the portal area and, after interim storage, also brought to the Weinstrasse basalt quarry, about seven kilometers away.

Construction engineering

The construction of the 10 to 12 m high excavated cross- section was carried out in three parts, like the jacking in all three sections: * First, the 5.50 to 6.00 m high and around 50 to 60 m² large dome was excavated and supported with 20 to 30 cm shotcrete . The length of a tee was usually between 80 and 150 cm and, depending on the mountain conditions, usually took four to five and a half hours to complete. For this purpose, around three drill holes, each 45 mm in diameter, were created per square meter. These took up 0.6 to 1 kilogram of explosives per cubic meter of eruption . After the excavation, the material was transported to intermediate landfills, which were located in the north and middle sections of the tunnel, in the south section, however, near the portal. From there the material was transported to landfills. After the material had been removed , the face and ridges were secured by mining, then welded wire mesh was laid.

  • Then the 40 to 50 m² large bench was made. The work on the bench followed the dome jacking at a distance of 100 to 300 m. The space in between was used for the storage of vehicles and material for the dome jacking. In most cases, the material to be removed was already sufficiently relaxed by the dome drive so that blasting could be dispensed with.
  • In a third step, about 500 to 700 m behind the dome drive, the bottom was constructed with an excavated cross-section of 10 m² and concreted. Depending on the mountain conditions, the floor was excavated partly mechanically (using hydraulic excavators) and partly by blasting in sections 11 to 22 m in length. The thickness of the sole was at least 50 cm, and in some cases the concrete had to be protected from aggressive groundwater by installing filters. In geologically difficult zones, a base vault with a cross-section of around 15 m² was built, the drive of which followed the base drive by around 80 to 100 m.

The tunneling took place around the clock, every day of the week, in two twelve-hour shifts (one hour break of which). Interruptions took place at Christmas (14 days), around Easter (4 days) and on May 1st . In each of the three lots, nine to ten men were deployed per shift for the top, five to seven for the bench and seven to eight workers for the bottom.

A tunneling with full headers was ruled out due to temporal and economic imponderables.

After checking the tunnel profile using a profile carriage , six formwork carriages then produced a mostly unreinforced inner shell made of B25 concrete that was at least 30 cm thick. Each wagon could be used for each of the four profiles (straight line / curve, with / without the tensioning area of ​​the overhead line) and concreted an 11 m long block daily as planned. The necessary B25 concrete was produced in stationary concrete works and transported to the formwork carriages via concrete transporters. Ten to twelve hours after the concrete was poured in, the wagons were lowered; the concrete had to have achieved a strength of around five newtons per square millimeter. In the area of ​​the portals, an air-entrained concrete was used to meet the requirement for high frost resistance. The selection of the concrete, the exact construction method and the aggregates were preceded by various tests and laboratory tests.

Installation

With the commissioning of the section between Fulda and Würzburg, the tunnel was opened in May 1988. It replaced the Stuttgart S-Bahn tunnel as the longest railway tunnel in Germany. When it went into operation, the tunnel was ranked 21st among the longest railway tunnels in the world . It replaced the 4,200 m long Kaiser Wilhelm Tunnel as the longest German railway tunnel. The Mündener Tunnel , the second longest tube in Germany with a length of 10,525 meters, went into operation in 1991 with the Göttingen - Kassel section on the same route.

business

The tunnel is used by ICE trains at speeds of up to 250 km / h during the day. After the accident of April 26, 2008, the maximum speed in the area of ​​the north portal was also reduced to 200 km / h for all vehicles. This restriction was lifted a few months later. Numerous freight trains run through the tube at night.

Major exercise (September 2003)

On the night of September 27th to 28th, 2003, the largest rescue exercise to date took place in East Hesse in the Landrückentunnel. Around 1,400 helpers took part in the ten-hour exercise. The derailment of several ICE coaches was simulated, roughly in the middle of the tunnel. Of 340 "passengers", around 240 were accepted as able to walk and, as part of the self-rescue concept , left the train and walked to the portal about five kilometers away. The approximately 100 "injured" were partly pushed out of the tunnel by rescue workers using draisine- like roller pallets, and partly they were brought out of the tunnel by rescue trains. The rescue trains brought from Fulda and Würzburg reached the tunnel portals around an hour after the alarm was triggered. Some time passed there before the trains were suitably manned and could enter the tunnel.

technology

The track system is remote-controlled from the signal box at Fulda train station . The track vacancy is reported with axle counters . The tunnel orientation lighting, which is constantly switched on, is maintained by batteries for at least three hours if the external power supply fails.

The tunnel is electrified, has line control , analog train radio , GSM-R (since August 2006), BOS radio , Euro signal (from 1992 to 2000), VHF radio (from 1992 to 2000), C-Netz (from 1992 to 2000), GSM900 / 1800 (T-Mobile, Vodafone and E-Plus; since mid-2006) and two wind measurement systems that were replaced by new systems as part of a nationwide renovation.

An interlocking was set up between the north portal and the adjoining valley bridge to control the transfer point about one kilometer to the south. A point assembly area was also set up. An existing service road was built as access to the signal box building. At the south portal a portal access with the possibility of turning was built.

Rescue area at the portal of the northern window gallery

When it was put into operation, the tunnel was equipped with orientation lighting (lamp spacing: 50 m). As part of a retrofit program for long tunnels on high-speed routes, safety lighting (lamp spacing: 17 m) was later retrofitted and both portals were provided with rescue stations. As part of the construction work, access roads to both portals had already been built in the 1980s. The planning permission for retrofitting the tunnel with rescue areas was issued on February 3, 2006. The overhead line runs in the tunnel with a support point spacing of 44 m.

cross-section

The useful cross-section of the tube is between 81 m² (in the straight line) and 99 m² (in the anchoring areas of the overhead line in the arch). The minimum cross-section was implemented over a length of 5731 m, 3553 m make up straight post-tensioning areas; in the curves there are 922 m without and 550 m with tensioning areas. The cross-section is derived from the extended normal clear space of the line. For aerodynamic reasons, it is almost 50% larger than the cross-section of double-track railway tunnels in the existing network. The profile allows u. a. Piggyback traffic on open freight cars up to 120 km / h.

The 9.10 m wide ballast bed lies on a 10 cm thick layer of concrete and is flanked on both sides by cable ducts with a total width of 170 to 180 cm. This means that there is a sufficiently large protective space on both sides so that separate lounge niches can be dispensed with.

Accidents / breakdowns

Leading power car after the accident on April 26, 2008
Two derailed intermediate cars after the accident on April 26, 2008

In the event of an emergency, the district has drawn up a tunnel rescue plan with the surrounding areas. In the event of an accident, the so-called Swiss model is to be used, in which a reconnaissance team should first advance to the scene of the accident and mark injured persons (without assistance) with flashing lights. Subsequent rescue and fire-fighting teams are supposed to take care of the injured and fight fires.

Problems with a broken ICE

On October 2, 2000, an ICE stopped in the tunnel about 2.3 km from the south portal due to a damaged engine. After attempts to push the train out of the tunnel using a replacement locomotive failed, the power car was makeshift repaired. The journey continued after three hours. The 400 passengers on board were unharmed, including the then Bavarian Interior Minister Günther Beckstein . Four passengers suffering from claustrophobia were brought to the south portal by train attendants.

Collision with a flock of sheep

On April 26, 2008, on its journey from Hamburg to Munich , the ICE 885 collided with a herd of around 20 to 30 sheep on the track at the north portal of the tunnel at a speed of 210 km / h and derailed. 21 passengers and the driver were seriously injured, 13 other passengers and the four employees of the on-board restaurant were slightly injured. The property damage to vehicles and rail systems amounted to 10.32 million euros.

Calf in the tunnel

On April 14, 2012, a calf ran into the tunnel. It was driven out by the fire department.

literature

  • J. Theiner: The Landrückentunnel. In: Compressed Air Comments. No. 4, 1983, pp. 34-38.

Web links

Commons : Landrückentunnel  - Collection of pictures, videos and audio files

Remarks

  1. ↑ The Mündener Tunnel , at 10,525 m the second longest German railway tunnel, has an emergency exit roughly in the middle. The third longest tunnel ( Katzenberg Tunnel ) is 9385 m longer than the 7.83 km given here, but has a connecting tunnel to the parallel tube every 500 m.

Individual evidence

  1. ↑ German railway tunnels, sorted by length (descending) on eisenbahn-tunnel.info , accessed on December 5, 2012.
  2. ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an Deutsche Bundesbahn, Bundesbahndirektion Nürnberg, project group H / W South of the Bahnbauzentrale (publisher): New Hanover – Würzburg line. The Landrückentunnel. Driving, expansion, equipment and costs . Nuremberg, December 1984, pp. 1-35
  3. ↑ a b c d e f g h i j k l m Max John, Heinz-Dietrich Könnings: Landrückentunnel. 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. 152-155.
  4. ^ Rüdiger Block: ICE racetrack: the new lines. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
  5. ^ 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.
  6. ↑ a b c d e f Federal Ministry of Transport, Building and Urban Development (ed.): Investigation report: Train collision with subsequent derailment in the Landrückentunnel on April 26, 2008 . Bonn, May 14, 2010 ( PDF file  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this note. , 1.8 MB).@1@ 2Template: Toter Link / www.eisenbahn-unfalluntersprüfung.de  
  7. ↑ No additional emergency exits: Bahn AG considers the risk in the Landrückentunnel to be very low. In: Frankfurter Allgemeine Zeitung . No. 112, 2001, p. 70.
  8. ↑ Heinz Delvendahl: The supplementary routes Cologne - Groß-Gerau and Hanover - Gemünden after the expansion program: basics of the route and route layout. In: The Federal Railroad . Volume 45 (1971), Issue 7, ISSN  0007-5876 , pp. 325-330.
  9. ↑ 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, sheet 2 of 2.
  10. ↑ a b 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, p. 4 f, appendices K 2-a and K 2-b.
  11. ↑ Deutsche Bundesbahn, Zentrale Transportleitung (Ed.): Explanatory report on the planning of the new Hanover - Gemünden line. Section Fulda - state border . Document 410.4101 Nv 101/23 of January 1974, pp. 6, 8.
  12. ↑ Central transport management of the Deutsche Bundesbahn (ed.): New Hanover-Gemünden line. Pre-routing. Length profile Km 234 - 262.00 . Document 410.4101 Nv101 / 23 of November 27, 1973, sheet 15.
  13. ^ Hessian Prime Minister, State Chancellery, file number III B 31 - 93 c 08/05 - 86/74 .
  14. ↑ File number P / 6/93 c 08/05 a at the Kassel regional council.
  15. ↑ 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.
  16. ^ Helmut Maak: New Hanover – Würzburg line, start of construction in the southern section. In: The Federal Railroad . Vol. 57, No. 10, 1981, ISSN  0007-5876 , pp. 801-806.
  17. ↑ Bundesbahn builds new lines. In: VDI-Nachrichten , No. 25, 1981, p. 25.
  18. ^ Announcement of the first tunnel breakthrough on the new Hanover – Würzburg line. In: Railway technical review . 33, No. 4, 1982, p. 172 f.
  19. ↑ 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. 25.
  20. ↑ Deutsche Bundesbahn, project group Hannover – Würzburg center of the Federal Railway Directorate Frankfurt (ed.): The new line Hannover – Würzburg. The Kassel – Fulda section. Brochure (46 pages), as of October 1984, p. 32.
  21. ↑ Deutsche Bundesbahn, Federal Railway Directorate Hanover, Project Group Hanover – Würzburg North of the Bahnbauzentrale (publisher): New Hanover – Würzburg line. The Göttingen – Kassel section. 36 A4 pages, Hanover, October 1983, p. 6.
  22. ↑ a b c Seyferth (1983), p. 48 f.
  23. ^ Comprehensive University of Kassel (ed.): Through the mountain and across the valley. Via the new federal railway line Hanover - Würzburg . Work report of the Department of Urban Planning and Landscape Planning , Issue 79, Kassel 1988, ISBN 3-89117-035-1 , pp. 47-48.
  24. ↑ Gerd Naumann: "Half-time" in the construction of the Landrückentunnel . In: The Federal Railroad . tape 60 , no. 10 , 1984, ISSN  0007-5876 , pp. 747-750 .
  25. ↑ a b The Fulda – Würzburg section: step by step into the high-speed age. In: The Federal Railroad . No. 5, 1988, pp. 419-432.
  26. ^ 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.
  27. ^ Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart. Hestra-Verlag, Darmstadt 1989, ISBN 3-7771-0216-4 , p. 59.
  28. ^ Gunther Ellwanger: New lines and express services of the German Federal Railroad. Chronology. 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. 245-250.
  29. ↑ Railway construction center of the main administration of the Deutsche Bundesbahn: new construction and expansion lines of the Deutsche Bundesbahn. Questions & Answers, Numbers & Data, Arguments & Views , Brochure (44 pages), Frankfurt am Main, December 1983, page 38.
  30. ↑ Helmut Maak: The second technical challenge. In: Gerd Lottes (Ed.): On new rails through Spessart and Rhön. (= Nature and Technology. Volume 6). Hans-Christians Druckerei, Hamburg 1992, OCLC 255286368 , pp. 53-55.
  31. ↑ Another tunnel collapse on the new railway line. In: Süddeutsche Zeitung . No. 270, November 22, 1984, ISSN  0174-4917 , p. 23.
  32. ↑ New section Fulda - Würzburg completed. In: Eisenbahn-Journal . Issue 06/1988, ISSN  0720-051X , pp. 4–10.
  33. ↑ Screams in the tunnel put rescuers under stress. In: Frankfurter Rundschau . No. 227, 2003, September 29, 2003, p. 23.
  34. ↑ Deutsche Bahn AG, Emergency Management Fire Protection: Fire and Disaster Protection in Railway Tunnels (PDF; 2.1 MB), Frankfurt 2002, p. 42 f.
  35. ↑ No tunnel rescue trains like in Hessen . In: Free Word , Neuhaus edition . May 26, 2015, p. 10 .
  36. ↑ ICE was in the tunnel for three hours. In: Süddeutsche Zeitung . No. 230, 2000, ISSN  0174-4917 , p. L11.
  37. ↑ Calf runs into train tunnel. In: Frankfurter Rundschau . April 16, 2012, p. R8.
This version was added to the list of articles worth reading on September 26, 2008 .