Mittelland Canal
| Mittelland Canal | |
|---|---|
 Course of the Mittelland Canal |
|
| abbreviation | MLK |
| location | North Rhine-Westphalia , Lower Saxony , Saxony-Anhalt |
| length | 325.3 km |
| Built | 1906 to 1942 (cessation of work on the Elbe crossing) |
| Expanded | Connection to the Elbe-Havel Canal from 1993 to 2003 |
| class | Vb |
| Beginning | Branch from the Dortmund-Ems Canal at Bergeshövede ⊙ |
| The End | Crossing into the Elbe-Havel Canal near Hohenwarthe ⊙ |
| Descent structures | Anderten ⊙ , Sülfeld ⊙ , Hohenwarthe lock ⊙ |
| Junctions, crossings | Weser ⊙ , Leine ⊙ , Elbe Lateral Canal ⊙ , Elbe ⊙ |
| Outstanding structures | Minden shaft lock ⊙ , Minden waterway intersection ⊙ , Anderten lock , Rothensee ship lift ⊙ , Magdeburg waterway intersection ⊙ |
| Information center, museum | Information center in Minden at the shaft lock ⊙ |
| Kilometrage | Ascending in the direction of the Elbe, km 0 to km 325.7 |
| Ascent | Direction of the Elbe-Havel Canal |
| Competent authority | Wasserstraßen- und Schifffahrtsamt Mittellandkanal / Elbe-Seitenkanal |
The Mittelland Canal ( MLK ) is a federal waterway and with a length of 325.3 kilometers, it is the longest artificial waterway in Germany. Including branch and connecting canals, the length is 392 km. It connects the Dortmund-Ems Canal with the Weser , Elbe and Elbe-Havel Canal . In a broader sense, it is part of a connection between the Rhine and the Oder . In the west, the connection to the Rhine is established via the Dortmund-Ems Canal and the Rhine-Herne Canal or the Wesel-Datteln Canal . In the east, the Elbe-Havel Canal, Untere Havel Waterway and Havel-Oder Waterway connect the Mittelland Canal with the Oder. In a European dimension, it enables a connection between the Netherlands, Belgium, Luxembourg, France and Switzerland on the one hand with Poland and the Czech Republic on the other.
The canal is also known under the names Ems-Weser Canal, Weser-Ems Canal, Weser-Elbe Canal, Rhine-Elbe Canal, Elbe-Weser-Ems Canal or Ems-Weser-Elbe Canal . These are old or regional names that are rarely used.
course
The Mittelland Canal branches off from the Dortmund-Ems Canal at the Nassen Dreieck near Bergeshövede in Tecklenburger Land , runs through the Gravenhorster Gorge and leads north of the Teutoburg Forest and the Wiehen Mountains to the east. The Osnabrück canal branches off to the south near Bramsche , which leads to the ports of the city of Osnabrück .
In Minden the Mittelland Canal crosses the Weser valley at the Minden waterway intersection . The canal crosses the Weser in two structures, so-called trough bridges . There is a connection to the Weser via the connecting channel north and the shaft lock or the connecting channel south with the two locks of the industrial port. South of the Schaumburg Forest and the Steinhuder Sea , the route continues to Seelze near Hanover , where the Leine Valley is crossed in an old and a new journey. There is a connection to the Leine and Ihme via the Hannover-Linden branch canal and the connecting canal to the Leine . In the further course the MLK crosses the northern districts of Hanover and then meets the Anderten canal level. The distance up to this point is referred to as the western section and is at a level of 50.3 m above sea level. NN . At this level, the line has a connection in the Dortmund-Ems Canal to the south as far as the Münster canal level.
To the east of Anderten the apex position runs 14.70 m higher at 65 m above sea level. NN through Peine and Braunschweig . Shortly after the junction of the Elbe Lateral Canal , it ends at the Sülfeld canal stage in Wolfsburg . This lowers the canal level by 9 m.
From here the east end runs at a height of 56 m above sea level. NN further through Wolfsburg, right along the Volkswagen factory. The canal leads over the former German-German border and through the Drömling Nature Park , past Calvörde , Haldensleben and Wolmirstedt .
North of Magdeburg, the canal crosses the Elbe in the 918 m long Magdeburg canal bridge and shortly after it reaches the Hohenwarthe canal stage . Here the east end ends and the canal is lowered by 18.55 m to the level of the Elbe-Havel canal. East of Hohenwarthe, the MLK merges into the Elbe-Havel Canal at km 325.7, which continues the MLK kilometering to km 380.9 at the confluence with the Untere Havel waterway .
Construction and history
Planning and start of construction
In 1856 there were first plans to build a shipping canal from the Rhine to the Elbe in the North German Plain north of the low mountain range threshold . The idea was developed with the help of the district master builder von Hartmann. The hydraulic engineer Leo Sympher had proven the profitability of such a project in calculations, planned a route and later also managed large parts of the construction work.
The project was bitterly debated in the Reich, as the East Elbe agrarians feared that cheap products would penetrate from the West (" sewer rebels "). As a compromise, the canal, the construction of which was decided when the Prussian Water Act of April 1, 1905, came into force, was only to be built as far as Hanover. In the following year, the first construction phase from Bergeshövede to Hanover began, providing a connection to the Dortmund-Ems Canal in the west. The First World War delayed further construction noticeably, but the section to Minden, at that time still under the name Ems-Weser Canal, was completed and put into operation in 1915. A year later, the canal bridge over the Weser near Minden was completed and the canal was driven to Hanover and Misburg harbor as an eastern end; the compromise solution was thus completed.
A northern connection was planned from 1919 with the so-called Hansa Canal . The Hansa Canal should branch off from the Mittelland Canal in Bramsche , cross the Weser at Achim and reach the Elbe at Stade . The project was not carried out.
On July 26, 1926, the completion of the Mittelland Canal was decided in a state treaty.
As early as December 14, 1918, the Prussian government ordered a section from Anderten to Peine, including the branch canal to Hildesheim, as part of emergency work. Some of the work began immediately after the war and was completed in 1928 with the opening of shipping on the Mittelland Canal from Hanover to Peine and the branch canal to Hildesheim. The Anderten lock was inaugurated in Hanover by Reich President Paul von Hindenburg in 1928.
In 1928 the next expansion of the canal began in an easterly direction. The port of Peine was connected in 1929, and the port in Braunschweig was connected in 1933. With the help of the Reich Labor Service , the moorlands in the southern Altmark were drained and in 1938 the connection to the Elbe was completed with the completion of the Sülfeld lock and the Rothensee ship lift (opening ceremony on October 30) near Magdeburg. However, the Elbe overpass was no longer successful due to the Second World War, and construction work on the canal bridge over the Elbe and the Hohenwarthe ship lift ceased in 1942. During the time of the division of Germany, the construction of the Elbe crossing was no longer pursued. Ships had to take the detour via the descent to the Elbe and the Niegripp lock in the Elbe-Havel Canal , which continues to the east .
The so-called "south wing of the Mittelland Canal" was also not completed. This project, decided in 1926, which was to be implemented at the same time as the expansion of the Mittelland Canal, envisaged the construction of several canal sections in the Leipzig / Halle area in addition to the expansion of the Saale - this would have provided a direct shipping connection from the Ruhr area via Magdeburg to the Central German industrial area. The work, which began in July 1933, made rapid progress at first, but was slow from 1937 at the latest and was finally stopped completely in 1942/43 due to the war (→ Elster-Saale-Canal ).
Towing monopoly
In 1905 the Prussian Landtag decided to introduce the towing monopoly in the law on the creation and expansion of waterways. This meant that only the state monopoly tugs were permitted on the canals in the western Prussian provinces. In February 1915 operations between Bergeshövede and Minden were started by the Minden towing office and in December 1916 between Minden and Hanover by the Hanover towing office . On December 31, 1967, these services were discontinued, the "self-propelled" had prevailed.
Expansion and dimensions
History of the expansion
On the Bergeshövede – Hanover route, the canal route was designed for 600-t ships, but the option has already been provided to make the canal passable for 1000-t ships by raising the water level by 50 cm. To the east of Hanover, the Mittelland Canal was dimensioned for the 1000 t ship.
From the 1950s onwards, self-propelled motor ships completely displaced tugboat shipping, and the ever larger ships made an expansion inevitable. In 1965 it was decided to expand the MLK for the Europaschiff (1350 t, length 85 m, width 9.5 m, draft 2.5 m), corresponding to the waterway class IV at the time. During the expansion, the ship sizes continued to develop, so that the large motor cargo ship (2300 t, length 110 m, width 11.40 m, draft 2.8 m) became the assessment basis. Based on the canal cross-section for the European ship, the standard profile that is still valid today was developed in 1994; it corresponds to today's waterway class Vb.
In the area of what was then the GDR, sections of the route were expanded between 1976 and 1987. However, these routes did not meet today's requirements, so that the entire eastern line was expanded as part of the German Unity Transport Project No. 17 . In 1993 the construction of a new security gate at Haldensleben began and in 1997 construction began on the Rothensee lock. A year later, the crossing of the Elbe valley near Magdeburg began with the construction of the Magdeburg canal bridge. In 1999 the foundation stone was laid for the Hohenwarthe lock. In 2003, with the inauguration of the Magdeburg waterway intersection and the Hohenwarthe lock, the Mittelland Canal was completely passable for the first time. The diversion via the Rothensee lock, the Elbe and the Niegripp lock, which had been necessary until then, was history.
A connection between the canal and the Twentekanal in the Netherlands is also being discussed, which would shorten the route to the port of Rotterdam considerably, but the profitability of the project is questionable. [5]
In the first years of expansion, long stretches of rectangular profile with sheet piling were built . For reasons of animal welfare, these stretches had to be fenced in afterwards in order to prevent animals from drowning. That is why the trapezoidal profile is preferred today. Sheet pile walls are only used in the area of ports or locks. If the use of sheet pile walls is unavoidable in the open, for example due to lack of space on the Hanover city line, the combined rectangular-trapezoidal profile (KRT profile) is used. With the KRT profile, the vertical sheet pile wall ends about 20 cm below the water surface. This enables small animals to leave the water.
Standard cross-section
- Trapezoidal profile (sloping embankment): width 55 m, depth 4 m, passage height 5.25 m
- Rectangular profile (sheet pile wall): width 42 m
The profiles mentioned are combined with one another in many places: for example, a trapezoidal profile on one side and a rectangular profile on the other, or the sheet pile wall ends below the surface of the water and merges into a sloping slope. This results in different water level widths.
Rule ship
- Large motor goods ship , also large motor ship (GMS): length 110 m, draft 2.80 m, width 11.45 m, carrying capacity 2300 t
- Oversized motor ship (üGMS): length 135 m
- Push convoy : length 185 m, width 11.40 m, draft 2.80 m, deadweight 4500 t
The specified information is the maximum dimensions of the respective ship class.
Ports and Infrastructure
Location and cargo handling in tonnes at the ports of the Mittelland Canal: (refer to the tonnages, see individual items of the ports)
The kilometrage begins at the junction of the Dortmund-Ems Canal ( wet triangle ) with km 0, and ends, rising to the east, east of Magdeburg at the transition to the Elbe-Havel Canal . (km 325.7)
Explanation: S = south bank, N = north bank, () branch of the branch or connecting canal
Branch channels
The Mittelland Canal has an inexpensive longitudinal profile with only three canal steps along its entire length. This would not have been possible if the canal had been led directly through Osnabrück, Hildesheim and Salzgitter. Instead, these cities were connected to the main canal via branch canals. An exception is the Ibbenbüren branch canal , which was created in the course of the expansion of the main canal. The expanded MLK received a new route over a length of four kilometers. The old route was abandoned from the east in order to connect the Ibbenbüren loading point. As federal waterways, the branch canals are legally part of the Mittelland Canal.
| designation | abbreviation | Junction at MLK-km | Junction place | Length km (total length) |
Channel levels |
|---|---|---|---|---|---|
| Ibbenbüren branch canal | SKI | 3.94 ⊙ | Ibbenbueren | 1.1 | - |
| Branch canal Osnabrück | SKO | 30.39 ⊙ | Bramsche | 13.0
(14.5) |
2 |
| Hanover-Linden branch canal | SKL | 149.59 ⊙ | Seelze | 10.5
(11.2) |
1 |
| Misburg branch canal | SKM | 171.14 ⊙ | Hanover | 0.6
(3.4) |
- |
| Branch canal Hildesheim | SKH | 183.25 ⊙ | Sighted | 14.4
(15.1) |
1 |
| Salzgitter branch canal | SKS | ⊙ 213.50 | Wendeburg | 17.9 | 2 |
Waterway crosses and connecting canals
Along its course, the Mittelland Canal crosses the Weser, the Leine and the Elbe alongside some small rivers. The canal is led in trough bridges over these federal waterways and connected to the crossing river by connecting canals , also federal waterways. In Minden and Magdeburg one speaks of waterway crossings . The connecting channels branch off directly from the main channel. The connection channel to the Leine is an exception, it branches off from the Hannover-Linden branch channel. The connection canal south to the Weser and the Rothenseer connection canal also establish the connection to the local ports.
| designation | abbreviation | Junction at MLK-km | Junction place | Length km | Channel levels |
|---|---|---|---|---|---|
| Connection canal north to the Weser | VKN | 101.60 | Minden | 1.2 | 1 |
| Connecting canal south to the Weser | VKS | 102.93 | Minden | 1.3 | 2 |
| Connection channel to the leash | VKL | 8.46
(SKL-km) |
Hanover | 1.6 | 1 |
| Rothenseer connecting canal | RVK | 319.59 | Wolmirstedt | 5.3 | 1 |
Locks and boat lifts
The Mittelland Canal was originally designed for tug shipping. That is why the locks in the main canal and in the branch canal to Salzgitter were built so large that they could accommodate an entire towing formation. For this reason, these old lock structures meet today's requirements in length and width. Only the clearance height had to be adapted to the current conditions, for example in Anderten and in the Salzgitter branch canal in Wedtlenstedt and Üfingen . In Sülfeld, the south lock was replaced by a lock with a larger passage height and jamb depth . The smaller locks in the branch and connecting canals will be replaced by larger ones with a length of at least 139 m in the next few years - this is what happened with the lock in Bolzum in the Hildesheim branch and the Weser lock in Minden in the north connecting canal to the Weser.
Descent structures in the main canal
-
Anderten lock (double shaft lock ) ⊙
- Two identical lock chambers with closed savings basins (
- km 174.2
- Built: 1919–1928
- Usable length / width / passage height / unloading depth: 214 m / 12.00 m / 5.90 m / 2.80 m
- Fall height: 14.70 m
- Operation: lock personnel on site (remote control center in the lock bridge of the east chamber)
- Visit: From the road bridge above the lock, view over both lock chambers, to the side of the western chamber
-
Sülfeld lock (lock group)
- Nordschleuse
- Shaft lock with open economy basin
- km 236.9
- Built: 1934–1937
- Usable length / width / passage height / unloading depth: 224 m / 12.00 m / 4.00 m / 2.20 m
- Fall height: 9 m
- Südschleuse (new lock)
- Lock with open savings basin
- Built: 2004–2008
- Usable length / width / passage height / unloading depth: 225 m / 12.50 m / 5.25 m / 2.80 m
- Operation: operating personnel on site (in the control room of the south lock)
- The Sülfeld lock group was built with two identical locks. The south lock was demolished in 2004 and replaced by a new lock with larger dimensions.
- Viewing: visitor parking space available, visitor platform in the lower part of the north lock
- Nordschleuse
-
Hohenwarthe lock
- Two identical lock chambers with three open saving basins each
- km 325.1
- Built: 1998-2003
- Usable length / width / passage height / unloading depth: 190 m / 12.50 m / 5.25 m / 2.80 m
- Fall height: 18.55–19.05 m
- The Hohenwarthe lock replaces the incomplete Hohenwarthe ship lift.
- Operation: operating staff on site
- Viewing: Visitor parking available, viewing to the side of the head or bridge on the lower head, information boards
Descent structures in the branch channels
-
Hollage lock
- A lock without a savings basin
- In the branch canal Osnabrück km 7.2
- Built: 1913–1915
- Usable length / width / unloading depth: 82 m / 10.00 m / 2.20 m
- Fall height: 4.75 m
-
Haste lock
- A lock without a savings basin
- In the branch canal Osnabrück km 12.7
- Built: 1913–1915
- Usable length / width / unloading depth: 82 m / 10.00 m / 2.20 m
- Fall height: 4.75 m
-
Port lock Hannover-Linden
- A shaft lock with 2 open savings basins
- In the Hannover-Linden branch canal, km 9.5
- Built: 1914–1917
- Usable length / width / passage height / unloading depth: 83 m / 10.00 m / 4.25 m / 2.50 m
- Fall height: 7.80 m
- Operation: remote control center Anderten
-
Bolzum lock
- A lock without a savings basin
- In the branch canal Hildesheim km 0.76
- Built 2007–2012
- Usable length / width / unloading depth: 139 m / 12.50 m / 2.80 m
- Fall height: 8.00 m
- Operation: remote control center Anderten
- After the SKH has been expanded, the upper water of the lock will be raised by 0.5 m; the height of fall then rises to 8.50 m. The old lock will be separated from the water and will be preserved as a technical monument.
- Wedtlenstedt double shaft lock ⊙
- Eastern Chamber
- without a saving basin
- In the Salzgitter branch canal, km 4.6
- Built: 1938–1940
- Usable length / width / passage height / unloading depth: 220 m / 12.00 m / 6.00 m / 2.70 m
- Fall height: 9.30 m
- Western chamber
- without a saving basin
- Built: 1938–1940
- Usable length / width / passage height / unloading depth: 225 m / 12.00 m / 4.55 m / 2.10 m
- Operation: control center Wedtlenstedt
- The Wedtlenstedt lock was built with two identical chambers. The eastern chamber was adapted to the dimensions of large motor cargo ships from 1975 to 1976.
- Eastern Chamber
- Üfingen double shaft lock ⊙
- Eastern Chamber
- without a saving basin
- In the Salzgitter branch canal, km 10.7
- Built: 1938–1940
- Usable length / width / passage height / unloading depth: 220 m / 12.00 m / 5.50 m / 2.70 m
- Fall height 9.30 m
- Western chamber
- without a saving basin
- Built: 1938–1940
- Usable length / width / passage height / unloading depth: 225 m / 12.00 m / 4.25 m / 2.20 m
- Operation: control center Wedtlenstedt
- The Üfingen lock was built with two identical chambers. The eastern chamber was adapted to the dimensions of large motor cargo ships from 1975 to 1976.
- Eastern Chamber
Descent structures in the connecting channels
-
Minden shaft lock
- Shaft lock with closed economy basin
- In the connecting canal north to the Weser km 0.5
- Built: 1911–1914
- Usable length / width / unloading depth: 85 m / 10.00 m / 2.50 m
- Fall height: depending on the water level of the Weser up to 13.20 m
- Operation: remote control center Minden
- In 1988 the usable length was extended to 85 m.
-
Weserschleuse Minden ⊙
- Lock with open savings basin
- In the connecting canal north to the Weser km 0.5 east parallel to the shaft lock
- Construction time: 2010–2017
- Usable length / width / jamb depth: 139 m / 12.50 m / 4.00 m
- Fall height: depending on the water level of the Weser up to 13.30 m
- Operation: remote control center Minden
- The Minden shaft lock and the Minden Weser lock form a lock group
-
Minden upper lock
- Lock without a savings basin
- In the connecting canal south to the Weser, km 0.2
- Built: 1911–1914
- Usable length / width / unloading depth: 82 m / 10.00 m / 2.50 m
- Fall height: 6.00 m
- Operation: remote control center Minden
-
Minden lower lock
- Lock with open savings basin
- In the connecting canal south to the Weser km 1.0
- Built: 1921–1925
- Usable length / width / unloading depth: 82 m / 12.50 m / 2.50 m
- Fall height: depending on the water level of the Weser up to 7.08 m
- Operation: remote control center Minden
- The locks in Minden are part of the Minden waterway intersection . If the canal bridges are blocked, continuous traffic on the Mittelland Canal can be guaranteed with the help of the upper and lower locks as well as the shaft lock for ships that meet the dimensions of the locks in the connecting canal south to the Weser.
-
Line descent lock
- Lock without a savings basin
- In the connecting canal to the Leine km 0.6
- Built: 1913–1914, completely renovated in 2007
- Usable length / width: 73 m / 10.0 m
- Fall height: 1.90 m
- Operation: operating staff on site
-
Rothensee economic sluice ⊙
- Lock with three open savings basins
- In the Rothenseer connecting canal km 0.65
- Built: 1997-2001
- Usable length / width / unloading depth: 190 m / 12.50 m / 2.80 m
- Fall height: 10.45 m – 18.46 m depending on the water level of the Elbe
-
Rothensee boat lift
- Vertical lift with counterbalance by float
- In the old section of the Rothensee connecting canal
- Built: 1929–1938
- Usable length / width / unloading depth: 82 m / 12.00 m / 2.00 m
- Fall height: 12.00 m – 18.70 m depending on the water level of the Elbe
- The elevator was out of operation between the end of 2006 and August 2013. On August 24, 2013, the elevator for passenger and sport shipping was reopened. There is a seasonal operation from May to September by the city of Magdeburg.
Security gates
In order to largely prevent the leakage of water in the event of damage to the canal bed and thus the flooding of the surrounding area, nine security gates have been installed between the Dortmund-Ems Canal and the Elbe : at the beginning of the canal at Bergeshövede, on both sides of the branching off of the Osnabrück canal, to divide one longer embankment stretch near Herringhausen , west and east of the Minden waterway intersection and the canal overpass over the Leine and at the beginning of the long embankment stretch to the Elbe near Haldensleben.
Crossings with traffic routes and waterways
The Mittelland Canal and its branch and connecting canals required the construction of 45 railway bridges, 314 road and road bridges and 9 underpasses. In addition, there were 245 culverts (underpasses under pressure) and culverts (with a free water level) at the intersection with bodies of water.
Water balance
The Mittelland Canal mainly serves to transport goods, but from the beginning it was also assigned water management tasks. This includes the provision of water for industry and agriculture and the drainage of floods from intersecting small rivers and streams into the Weser or Elbe. The canal is constantly losing water through evaporation, seepage and lock operation. The water level is also influenced by strong winds. In the canal, which runs mainly in an east-west direction, strong westerly winds can raise the water level at the ends of the canal supports by 40 cm. In order to ensure that the passage heights and water depths remain as constant as possible for shipping, the water level must be constantly regulated.
The regulation of the water supply of the Mittelland Canal and its branch canals is controlled centrally by the district and operations center in Minden. There are numerous pumping stations, relief systems and measuring points available between Bevergern and Hohenwarthe for this purpose.
Since the few natural tributaries are insufficient to constantly supply the canal with water, water usually has to be pumped from the Weser and Elbe into the canal bed. The pumping stations for supplying the Mittelland Canal with new water are located in Minden on the Weser and in Magdeburg at the Rothensee lock. There are also pumping stations at all locks that pump the water into the higher reaches.
Another water supply is sporadically via the Aller reliever at Grafhorst . The 3 km long canal was created to drain the previously notorious Aller floods. In the 1960s, this discharge was operated so intensively that hardly any water flowed from its source area in the Aller.
freetime and recreation
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Almost the entire Mittelland Canal has an accompanying service route on at least one bank. This is released for pedestrians and cyclists at their own risk. The paths are mostly paved with fine gravel, and often paved or paved in the area of locks or port facilities. With the exception of the driveways and the lock areas, there are no significant gradients. This makes it possible for the untrained to cover long distances. In some places the bank has to be changed over a bridge, for example at port facilities. In some cities (such as Hanover) the canal and its banks also function as a local recreation area.
The canal is a diverse sailing area for water sports enthusiasts. There are numerous yacht clubs as well as canoeing and rowing clubs on the Mittelland Canal and its branch canals. In the Osnabrück, Minden, Hanover, Haldensleben and Magdeburg area, passenger ships operate according to the timetable.
Cities and municipalities on the Mittelland Canal
List of the places in the order of the canal course from west to east.
- North Rhine-Westphalia
- Lower Saxony
- North Rhine-Westphalia
- Lower Saxony
-
Schaumburg district
- Bückeburg , Hespe , Meerbeck , Niedernwöhren , Nordsehl , Pollhagen , Lauenhagen , Lüdersfeld , Sachsenhagen , Auhagen , Haste
- Hanover region
- District of Peine
- City of Braunschweig
- Gifhorn district
- City of Wolfsburg
- Gifhorn district
-
Schaumburg district
- Saxony-Anhalt
Due to the territorial reform of 1974, the city of Langenhagen lost its function as a port city ( Brinker Hafen ) and its location on the Mittelland Canal over a distance of 700 m.
literature
- Matthias Blazek : The Grafschaft Schaumburg 1647–1977 . ibidem, Stuttgart 2011, pp. 99-101 (The history of the Mittelland Canal) ISBN 978-3-8382-0257-0 .
- Martin Eckoldt (Ed.): Rivers and canals, The history of the German waterways . DSV, Hamburg 1998, ISBN 3-88412-243-6 .
- Hannelore Horn: The struggle to build the Mittelland Canal. A political analysis of the role of an economic interest group in the Prussian Wilhelms II. Westdeutscher Verlag, Cologne and Opladen 1964.
- Reich Ministry of Transport (Ed.): The Mittelland Canal . Volk und Reich publishing house, Berlin 1938.
- Association for the Promotion of the Southern Lines of the Mittelland Canal (Ed.): The completion of the Mittelland Canal. Investigations into an appropriate southern line, its economic and war economic importance . Self-published by the Association for the Promotion of the Southern Lines of the Mittelland Canal, Braunschweig 1918.
- NN : The Mittelland Canal. Expansion between Wolfsburg and Magdeburg as part of the German Unity Transport Project No. 17 , ed. from the Helmstedt New Waterway Construction Office, Helmstedt, spring 2000.
- Bernd Ellerbrock : The Mittelland Canal. 325 kilometers of waterways from A – Z , 1st edition, Hövelhof: DGEG Medien, 2017, ISBN 978-3-937189-52-9 ; contents
Web links
- Wasserstraßen- und Schifffahrtsamt Mittellandkanal / Elbe-Seitenkanal
- Information about the Mittelland Canal on SkipperGuide
- Outline map of the eastern section and the Elbe-Havel Canal
- Magdeburg waterway intersection
Individual evidence
- ↑ a b c d e Lengths (in km) of the main shipping routes (main routes and certain secondary routes) of the federal inland waterways. ( Memento of the original from January 21, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Federal Waterways and Shipping Administration.
- ↑ a b c Directory E, serial no. 33 of the Chronicle. ( Memento of the original from July 22, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Federal Waterways and Shipping Administration
- ↑ Gunnar Menkens: A ship will come . In: Hannoversche Allgemeine Zeitung . February 4, 2019, p. 11 .
- ↑ Dirk Becker The south wing of the Mittelland Canal: By ship from Magdeburg via Merseburg to Leipzig , Projekt-Verlag, Halle 2009
- ↑ a b c d Inland shipping cargo handling in North Rhine-Westphalia ports in 2016. (No longer available online.) IT North Rhine-Westphalia, April 11, 2017, archived from the original on April 12, 2017 ; Retrieved April 11, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Article by WSA Braunschweig about the Anderten lock .
- ↑ Information from the NBA Hanover about the completed construction project at Sülfeld lock ( memento of the original from November 9, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 1.1 MB) accessed on October 20, 2013
- ↑ WNA-Magdeburg, Hohenwarthe lock (PDF; 1.1 MB), accessed on August 20, 2013
- ↑ Lyra passenger ship in the Osnabrück area
- ↑ Passenger ships on German rivers (section Mittellandkanal) ( Memento of the original from October 17, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. .
Map with all coordinates: