High-speed line from Hanover to Würzburg

	from Hamburg / Heidebahn
	Line from Minden / Line from Bremen
	S-Bahn Hanover
0.000	Hanover Central Station
	according to Lehrte
	formerly to Hannover Hbf horse tower (Bbf)
	Hanover local station Hanover-Altenbekener
	Hannover Südbf ( Gbf , 1880 ~ 1995)
	to Altenbeken (until 1909)
3,200	Hanover Bismarckstrasse (Bft)

	to Altenbeken
	Freight bypass Hanover
	from Hanover freight bypass
6,992	Hannover-Wülfel (until 1977 Pbf )
	former Messebf (1953 to 1998)
7.984	Hanover Fair / Laatzen (Bft)
	Rethen (leash)

13,500	Laatzen Ritterkamp ( Üst )
	Sarstedt
18,100	Poisons (Bk)
21.000
	Barnts
25,300	Ash soil
25.700	from / to Hildesheim
	Nordstemmen ( wedge station )
	to Göttingen
28.200	B 1
	Line from Hildesheim
29,450	Sorsum (Abzw)
29.500	Escherberg tunnel (3,687 m)
34,400	Diekholzen (Üst)
34.900	Eichenberg Tunnel (1,157 m)
36.800	Eggebergtunnel (332 m)
43,000	Almstedt
45.800	Kassemühle Viaduct (690 m)
48,300	Networks (Üst)
48.500	Riesberg Tunnel (1,322 m)
54,800	Gehrenrode (Üst)
56.200	Ohlenrode valley bridge (968 m)
58.000	Helleberg Tunnel (1,641 m)
60.000	Mahmilch Viaduct (200 m)
60.600	Wadenberg tunnel (420 m)

61.100	Gandetalbrücke (396 m), B 64 route Kreiensen – Braunschweig

62,200	Orxhausen
63.400	Hopfenberg Tunnel (728 m)

64.300	Auetalbrücke (1,056 m), section Kreiensen – Osterode (Harz)

66.600	Sohlberg tunnel (1,729 m)
68,900	Ahlshausen (Üst)
69.500	Kriebergtunnel (2,994 m)
	B 3
74.700	from Hanover
	Federal motorway 7
	Edesheim (Leine) North (Abzw)

77,335	Edesheim (Leine) (Abzw)

	Edesheim (Leine) South (Abzw)
78.400	Rhumebrücke (554 m), Rhumebrücke (91 m)
	from Nordhausen
	Northeim (Han) (wedge station)
	(High-speed route bypasses Northeim)
81.700	to Ottbergen
82,200	Sudheim (ÜSt 1987-2017)
	B 3
90.105	Norten-Hardenberg
	to the Reyershausen potash mine
	Bovenden
93.400	Bovender lid (400 m)
95.800	from Bodenfelde
	Göttingen turn
	Bundesstrasse 3 (formerly Bundesautobahn 388 )
	Göttingen Gbf
99.445	Goettingen
	Bundesstrasse 3
	former Gartetalbahn to Duderstadt ( narrow gauge )
	former route to Eichenberg (until 1922)
	rope
	Route to Eichenberg (from 1922)
102,000	Göttingen Siekweg ( Abzw )
	formerly Hannöversche Südbahn to Kassel
103.600	A 7
105.100	Grundbach valley bridge (450 m)
106.500	Mengershausen (Üst)
108.400	Leinebuschtunnel (1,740 m)
110.700	Endelskamp tunnel (673 m)
112,000	Early	280 m
112.700	Mackenrodttunnel (849 m)
114.400	Rauhub tunnel (5,210 m)
113,800	Regional border north / center
120,000	Lippoldshausen (Üst)
120.500	Werratalbrücke Hedemünden (415 m), Werra , B 80
	Kassel – Eichenberg route
121.000	Mündener Tunnel (10,525 m)
124.217	Kattenbühl (Üst)
130.009	Lutterberg (Üst)
131.500	Hanover Southern Railway from Göttingen
131.800	Mühlenkopf tunnel (1,345 m)

133.215	Fuldatalbrücke Kragenhof (250 m), Fulda , state border Lower Saxony / Hesse

134.200	Lohberg Tunnel (1,072 m)
	( Flyover structure )

134.475	Fulda valley - Ihringshausen
	B 7
	Vellmar -Niedervellmar
	Vellmar -Niedervellmar (Abzw)
	Line from Warburg
140.434	Kassel Northwest A (Abzw)
	Kassel Rbf North
	B 251 (Wolfhager Strasse, three bridges)
141,600	Kassel Northwest B (Abzw / Bft)
142,300	Kassel Werkekreuzung (Dkst)
	Kassel Rbf
	Hannöversche Südbahn to Kassel Hbf
	Route to Kassel Unterstadt
	Main-Weser-Bahn from Kassel Hbf
	Warburg – Kassel line
	Berlin bridge
	Wilhelmshöher Allee
144.175	Kassel-Wilhelmshöhe
	Herkulesbahn (1000 mm narrow gauge)
	Route to Waldkappel
	to Naumburg
	Federal Highway 520
	( Flyover structure )
147.850	Kassel-Oberzwehren ( Abzw )
	Crossing structure Oberzwehren (1,147 m)

	Kassel-Oberzwehren
	Federal motorway 49
149.700	Kassel Keilsberg (Üst)
150.000	A 44
	Baunatal-Rengershausen

	Main-Weser-Bahn to Frankfurt , to the Friedrich-Wilhelms-Nordbahn to Bebra

	Rengershausen Tunnel (1,592 m)
151.700	Fuldatalbrücke Fuldabrück (422 m), Fulda
154.000	Dörnhagen tunnel (739 m), federal motorway 7
155,900	Schwarzenbach (Üst)
156.200	Schwarzenbach valley bridge (660 m)
157.100	Kehrenberg tunnel (2,400 m)
159.700	Dry Mülmisch Viaduct (320 m)
160,500	Körle East	250 m
161.700	Mülmisch Valley Bridge (870 m)
162.800	Erbelberg tunnel (200 m)
163.100	Breitenbach valley bridge (440 m)
163.600	Hainbuchtunnel (1,520 m)
165.200	Kaiserau tunnel (1,861 m)
166.800	Spangenberg Kaiserau (Üst)

167.100	Kehrenbach valley bridge (306 m)
167.500	Weltkugel tunnel (1,641 m)
169.200	Pfieffetal Bridge (812 m), B 487
	former Kanonenbahn Eschwege – Treysa
170.800	Wildsberg Tunnel (2,708 m)
172,000	Wildsberg (Üst)

173.800	Fuldatalbrücke Morschen (1,450 m), Bundesstrasse 83
	Friedrich-Wilhelms-Nordbahn Kassel – Bebra
	Fulda
175.300	Sengebergtunnel (2,807 m)
178.200	Heidelbach valley bridge (390 m)
179,571	Licherode	325 m
180.700	Schalkenberg Tunnel (2,834 m)
183.700	Ersrode (Üst)
183.700	Hainrode tunnel (5,370 m)
189,400	Mühlbach (Üst)	345 m
189.800	Mühlbach Tunnel (1,697 m)
191.600	Schmitteberg tunnel (321 m)
192.000	Geisbach valley bridge (396 m), federal road 324
192.400	Erzebach valley bridge (308 m), federal motorway 7
192.900	Kalter-Sand-Tunnel (1,043 m), A7
194.000	Eckerteroder valley bridge (75 m)
194.300	Schickeberg tunnel (1,517 m), A 7
196.473	Kirchheim	330 m
197.200	Krämerskuppetunnel (838 m), A 7
198.200	Wälsebachtal Bridge (721 m)
199.000	Kirchheim tunnel (3,820 m)
202.100	Hattenbach (Üst)

202.900	Aula valley bridge (880 m), B 454
	Treysa – Niederaula
203.900	Hattenberg tunnel (444 m)
204.400	Hattenbach valley bridge (308 m)
204.900	Waiting point tunnel (835 m)
206.100	Fuldatalbrücke Solms (1,628 m), B 62
	Route Breitenbach – Niederaula
	Fulda
207.996	Richthof (Üst)	240 m
208.100	Richthof tunnel (3,510 m), A 7
211.700	Schwarzbach valley bridge (748 m)
212.800	Dornbuschtunnel (557 m)
214,340	Long black	300 m
215.400	Witzelhöhetunnel (796 m)
216.700	Eichberg Tunnel (976 m)
218.500	Rombachtal Bridge (986 m)
220.200	Ganzberg Tunnel (387 m)
221.858	Michelsrombach (Üst)	360 m
223.700	Dietershan tunnel (7,375 m)
228.100	Dietershan (Üst)
	A 7 (2 ×)
	by Bebra ( flyover structure )
232,800	Fulda SFS North (Bft)
	Vogelsbergbahn from Alsfeld
234.136	Fulda
	Fulda Gbf
238,400	Fulda Bronnzell (Bft)
	to Gersfeld (Rhön)
240.400	Fulda bridge (240 m), Fulda
	Lilac
241.200	Sulzhof tunnel (714 m)
242.700	Northern Fliedetal Bridge (880 m), Bundesstrasse 40
	Lilac

243.800	Southern Fliedetalbrücke (628 m), Kinzigtalbahn to Hanau

	A 66
245,900	Hartberg (Üst)	320 m
246.500	Hartberg Tunnel (773 m)
247.900	Kalbachtunnel (1,287 m)
	to Hanau (planned)
249.800	Bornhecket Tunnel (773 m)
250.800	Kalbach valley bridge (364 m)
251.300	Landrückentunnel (10,779 m)
252.097	Land ridge north (Üst)
258.100	Ridge South (Üst)

262.200	Mottgers Sinntal Bridge (427 m)
262.800	Schwarzenfelstunnel (2,120 m)
264,930	Regional border center / south
266.217	Mottgers
	State border Hesse / Bavaria
267.400	Sinntal bridge Zeitlofs (704 m)
	Jossa – Wildflecken
268.100	Altengronauer Forst tunnel (2,353 m)
	State border Bavaria / Hesse

270.600	Roßbacher Forest Tunnel (255 m)
270.619	Altengronau (Üst)
271.170	State border Hesse / Bavaria
271.900	Dittenbrunn slope bridge (396 m)
272.300	Dittenbrunntunnel (822 m)
273.500	Obersinn Viaduct (178 m)
274.900	Mittelinn Viaduct (152 m)
	Range of Flieden
277,807	Dittenbrunn (Üst)
	Burgsinn	184 m
281.800	Burgsinn Tunnel (729 m)

283,913	Burgsinn port	180 m
	Rieneck Sinnberg (Abzw)
285.500	Sinnberg Tunnel (2,159 m)

289.000	Sinntalbrücke Schaippach (442 m) route to Gemünden

	sense
289.400	Single Mountain Tunnel (1,141 m)
	B 26

291.100	Main valley bridge Gemünden (794 m), Aschaffenburg – Würzburg

	Main
291.900	Mühlberg tunnel (5,528 m)
293.245	Gemünden Mühlberg (Üst)
294, 000	Schönrain tunnel


	Nantenbacher curve from Aschaffenburg (level-free separation)

302.475	Rohrbach	283 m
308.000	Hanfgartentunnel (400 m)
308.800	High Wart tunnel (872 m)
309.867	High Wart (Üst)
311.800	Bartelsgrabental Bridge (1,160 m)
313.300	Leinachtal Bridge (1,232 m)
314.700	Espenloh Tunnel (2,235 m)
316.283	Espenloh (Üst)

317.100	Eichelberg Tunnel (1,869 m)
319.000	Bärntal valley bridge (71 m)
319.100	Neuberg Tunnel (1,946 m)
321.016	Neuberg (Üst)
321.300	Main valley bridge Veitshöchheim (1,280 m), Main
	Würzburg – Aschaffenburg , B 27
322.600	Roßberg Tunnel (2,164 m)
324.800	Dürrbachtal valley bridge (128 m)
325.000	Steinberg Tunnel (579 m)

	from Aschaffenburg Hbf ( flyover structure )

327,362	Würzburg central station	181 m
	Line to Ansbach , Frankenbahn to Stuttgart
	Route to Nuremberg , route to Schweinfurt

The high-speed line Hanover – Würzburg (at least until the mid-1970s also called the supplementary line Hanover – Gemünden ) is a 327 km long railway - high-speed line between Hanover and Würzburg . The route, which was built between 1973 and 1991, was the longest continuous new construction project of the Deutsche Bundesbahn . The total cost was just under 11.9 billion German marks (around 6.1 billion euros; price as of 1980 / 1990s).

It is part of the rail network of DB Netz AG and is scheduled to be used by around 110 long-distance trains at speeds of up to 280 km / h during the day and an average of 26 freight trains at up to 160 km / h at night (as of 2019). By 2019, 420 million passengers were carried over the route. To this day it is the longest new line for high-speed traffic in Germany.

course

Before the line was built, long-distance trains ran between Hanover and Würzburg via Alfeld (Leine) , Kreiensen and Northeim to Göttingen ( Hannöversche Südbahn ), then via Eichenberg , Eschwege West, Bebra , Bad Hersfeld , Fulda and Gemünden am Main to Würzburg (old north -South route ).

The upper edge of the rail is at heights between 50 m above sea level. NN and 386 meters. The new line is 35 kilometers shorter than the existing line between Hanover and Würzburg. It runs parallel to existing routes over a length of 51 kilometers.

At the time of the division of Germany , 70 percent of the route ran through the border area .

Federal motorway 7 also leads through all major stops along the route . Bundesstrasse 27 is also widely parallel , although it does not run through Hanover and Kassel.

Hanover – Göttingen section

Bridge at Barnten

An ICE in the Hildesheim forest , between the Eichenberg tunnel and the Escherberg tunnel , on the way north

The 327.4 kilometer long new line begins at 0.0 kilometer in Hanover Central Station . Running in a southerly direction, it follows the Hanoverian city area via the Hanover Messe / Laatzen station, which is also served by long-distance trains (primarily at trade fairs), at km 8 to Rethen of the existing north-south route . The two NBS tracks run between Hanover Bismarckstrasse and the junction in the middle between those of the old line. The high-speed route leaves the parallel position there without crossing and swings away from the old route in a south-westerly direction. It then crosses between Rethen and Barnten on eleven bridges with a total length of 1.1 kilometers and on dams up to eight meters high and a total of 6.9 kilometers in length, the flood areas of the Leine and Innerste . At Sorsum (km 29), the Hildesheim loop, a single-track connecting curve in a southerly direction, is used by trains to and from Berlin via Wolfsburg, Braunschweig and Hildesheim.

When you enter the Escherberg tunnel and two other tubes, the route leaves the North German Plain and passes the Hildesheim Forest . Between Sibbesse and Bad Gandersheim , the route follows the course of a valley without major engineering structures , before the Leinegraben is reached after another six tunnels and five viaducts and the high-speed route at Edesheim again turns into a parallel position with the north-south route. At km 77 there is the option of changing from and to the old route in both directions. Northeim is bypassed to the west, at Nörten-Hardenberg station at km 89 there is another possibility to change tracks with the old line. The Göttingen train station is reached at kilometer 99 .

Section Göttingen – Kassel

In contrast to the later new lines, the line is hardly in the bundling of traffic routes to form highways. An exception is the Werra valley bridge parallel to the A 7 bridge

In the section between the Göttingen and Kassel-Wilhelmshöhe stations , the route largely follows the straight line . Almost 21 kilometers of the 44 kilometer long section run in tunnels, including the 10,525 meter long Mündener Tunnel (km 121), the second longest tube in Germany.

At the level of the Fulda valley bridge in Kragenhof (km 133), the high-speed line is parallel to the north-south route, which it will follow for nine kilometers to the southern outskirts of Kassel. The line passes the western edge of the Kassel marshalling yard and reaches the Kassel-Wilhelmshöhe station at kilometer 144 . With as part of the newly built high-speed line station is terminal station Hauptbahnhof Kassel bypassed. In the Kassel area, the route runs for around 15 kilometers, bundling traffic routes with existing routes.

The sparsely populated but topographically very turbulent section between Göttingen and the state border north of Kassel incurred the highest costs per kilometer during the construction phase. In this section, the high-speed route runs past towns at a distance of around 700 to 1000 meters; a large part of the route is anyway in tunnels in which the up to 400 meter high elevations between Göttingen and Kassel are crossed. Exceptions are the Göttingen districts of Grone and Groß Ellershausen , for which noise protection measures had to be built.

Section Kassel – Fulda

The Rombachtalbrücke , the second highest railway bridge in Germany

An ICE 2 on the Morschen Fulda bridge

This is followed by the 89.96 kilometer section between Kassel-Wilhelmshöhe station and Fulda station , 47.79 kilometers of which run in 25 tunnels.

The route roughly follows the course of the Fulda , which is crossed three times. In the area of Bebra and Bad Hersfeld , the route runs well west of the Fulda, partly closely along the A 7. Since the Fulda valley is too winding and narrowly built up for a high-speed route and the side valleys run largely across it, numerous engineering structures were also necessary in this section. Around two thirds of the approximately 80-kilometer-long new section run over 18 valley bridges. The outstanding structures include the Fuldatalbrücke Solms (km 206), the longest bridge on the route at around 1,600 meters, and the Rombachtalbrücke (km 218), at around 95 meters the second highest railway bridge in Germany. After the 7,345 meter long Dietershan tunnel , the Fulda train station (km 234) is reached.

The new line runs in this section, with the exception of the Fulda and Kassel intersections, almost entirely in uninhabited terrain. The distance from closed settlements is usually at least 400 meters.

Section Fulda – Würzburg

An Intercity on the ramp that leads from Würzburg main station (in the background) to the high-speed line (May 1988)

To the south of the Fulda train station, the new line of the Fulda – Hanau line follows around eight kilometers to Bronnzell , where the Kinzigtalbahn towards Frankfurt am Main leaves the parallel position in a south-westerly direction. From this line the Fulda-Main-Bahn branches off at Flieden to Gemünden and Würzburg. A series of shorter tubes is followed by the 10,779 meter long Landrückentunnel (km 251), the longest tunnel in Germany. At the north portal of the tunnel, the new line reaches 386 m above sea level. NN its highest point. After the route to the Maintalbrücke Gemünden falls, it rises again in the further course to the south. At the Burgsinn depot (km 283) there is the option of connecting the Flieden – Gemünden line , which runs to Gemünden and from there via the Main-Spessart Railway to Würzburg, to the new line directly to Würzburg and vice versa.

In the Rohrbach depot (km 302), the Main-Spessart-Bahn coming from Frankfurt am Main joins the new line via the Nantenbach curve .

After the Maintalbrücke Veitshöchheim (km 321), the route runs through two more tunnels, makes a left curve in the last one and leads over a ramp into Würzburg main station (km 327) without crossing .

history

Basic planning

The basic routing between Hanover and the Main valley resulted from the desire to remove existing bottlenecks on the heavily used north-south route.

In 1970, an average of 142 trains per working day and direction ran on the section between Fulda and Flieden (1967: 123). With a load level of 150 to 159 trains between Hanover and Flieden, at the end of the section, 43 percent of all regular freight trains were delayed by more than 30 minutes. Between Northeim and Nörten-Hardenberg (near Göttingen) in June 1973 there were 367 trains every working day, of which only 288 could “run smoothly”. At the end of the 1970s, 160 trains in each direction ran between Hanover and Würzburg every working day, 40 more than "technically and economically justifiable". The section between Gemünden am Main and Würzburg was particularly heavily loaded. With up to 380 trains per day, an operating performance that had not previously been considered possible was achieved. Despite modern signal systems, restrictions on the quality of operations (especially punctuality) were inevitable. A forecast in the early 1980s calculated 249 trains per day and direction between Hanover and Göttingen and 250 between Fulda and Flieden for 1990.

Between 1968 and 1970 the first drafts of a new line for the expansion program for the network of the German Federal Railroad were developed. On August 4, 1969, the head office of the Deutsche Bundesbahn issued an initial planning order for a new line from Nordstemmen (south of Hanover) via Fulda to Würzburg. With the approval of the DB network expansion program, the board of directors and the administrative board of the then state railway made it possible in 1970 to commission plans for new and expanded routes. A stretch between Hanover and Gemünden am Main was one of the most urgent projects. In 1971 the planning order for the route was given.

The route between Hanover and Nordstemmen was to run parallel to the existing route for around 30 kilometers, then leave the Leinetal , head south-west over the Vogler (around 260 meters high) into the Holzminden area, then follow the Weser eastwards and cross it at Würgassen . Hümme should be bypassed at about 100 km to the east, before a through station in Kassel-Wilhelmshöhe is reached at about 135 km. To the north of Kassel, the line was to be linked to the planned extension line from Dortmund to Kassel. The route should overcome the Knüllgebirge at a height of 420 meters and lead past Fulda with links to the existing route to the west. Overcoming the ridge was planned as the third major climb in the route, in order to then reach Gemünden at a height of 150 meters via the Sinntal.

The route chosen for passenger and freight traffic emerged as the cheapest solution from the requirement to connect Kassel as well as to link the route with the railway to Frankfurt am Main south of Fulda. The 275-kilometer route should reduce the length of the rail link between Hanover and Gemünden by around 60 kilometers. The travel time in long-distance passenger transport should be reduced from around 160 minutes to 90 minutes. Construction was scheduled to begin in 1973 and completion in 1980. An earlier completion of individual sections was considered. It should cost 4.2 billion DM (around 2.1 billion euros).

The layout of the supplementary line, which is intended for both passenger trains and freight trains weighing up to 1,000 t, was based on a design speed of 300 km / h, although lower maximum speeds should be selected if necessary due to particularly high expenditure in short sections. The minimum radii provided were 7,000 meters (in exceptional cases 5,000 meters) with canting of up to 75 millimeters. The gradients should not exceed the 12.5 per mille stipulated in the EBO, although further gradients up to 25 per mille should also be checked due to technical progress (automatic clutches, electrical traction, etc.). The clearance profile should initially be 4.40 meters wide and 5.40 meters high (without pantographs and overhead lines) in order to meet the diverse requirements of rail freight transport. In the absence of experience with trains crossing over 200 km / h, a track center distance of 5.00 meters was initially assumed, in tunnels an increased distance of 6.00 meters was discussed as well as two separate single-track tubes. The distance between the depots was set at around 20 kilometers and the establishment of transfer points was examined.

The Gemünden train station was to be expanded along the way. The existing route between Gemünden and Würzburg, which can largely be driven at 160 km / h, was to be used. A new building to Würzburg was not planned at the time, despite the planned extension of the Aschaffenburg – Würzburg line . The route would have been 40 kilometers shorter than the existing route between Hanover and Gemünden.

In 1971, a planning order for the preliminary planning was given to the Central Transport Management (ZTP) and the federal railway departments involved (Hanover, Kassel, Frankfurt and Nuremberg) for a route that was supposed to complement the existing north-south route quantitatively and qualitatively. Kassel should also be connected. Considerations to expand the existing north-south line between Hanover and Göttingen to four tracks proved to be unfeasible. In mid-1971, the line was one of two lines that were subjected to in-depth route planning alongside the supplementary Cologne – Groß-Gerau line. Since the topographical maps required for this on a scale of 1: 5,000 were largely missing, these were made using aerial photography .

In the course of the corridor investigations commissioned on June 15, 1971, the costs of projects of various modes of transport in three selected corridors were compared with the benefits for the first time up to December 1974. In the corridor between Hanover and Gemünden (with continuation to Würzburg), the two additional lines Hanover – Würzburg and Aschaffenburg – Würzburg were compared to an extension of the former federal motorway 100 .

In 1973 project officers were appointed to the directorates. Links with the existing north-south route in Kassel and Fulda were already planned in the planning order; The order made no further specifications. A new line between Hanover and the Würzburg area via Kassel was included as a project in the Federal Transport Infrastructure Plan 1973 . In December 1974, the Federal Transport Minister instructed the German Federal Railroad to build the line between Hanover and Würzburg. The ZTP Mainz developed a large-scale rough route that was largely adapted to the topographical conditions and was intended to keep the greatest possible distance from settlement areas.

When planning the route, the focus was on accelerating and increasing the capacity of the growing freight traffic. In particular, freight trains should be enabled to jump overnight from the northern German ports to the industrial centers in southern Germany. Passenger trains in the Intercity network should travel the route at a maximum speed of 200 km / h, alternating with other passenger and freight trains.

The early design parameters for the line, initially known as the “high -speed express train ”, emerged from the high-speed express train study (HSB). These stipulated a maximum speed of 300 km / h with a minimum curve radius of 7000 meters. In addition to a maximum longitudinal inclination according to EBO of 12.5 per mille, a maximum value of 18 per mille was discussed for short sections (initial considerations were based on 25 per mille). The clearance profile should be made particularly large compared to the existing network at an early stage. At a width of 4.30 meters and a height of 5.60 meters above the upper edge of the rails , trucks were also supposed to be transported at high speed in closed rail cars in piggyback traffic to relieve the heavy traffic on the roads. It was also considered to build the line with three tracks in order to be able to handle reliable traffic on two tracks in the event of construction work and other operational disruptions. First traffic volume forecasts in 1971 and 1972 had spoken in favor of an at least partially three-track route.

The oil crisis of 1973 and a recession in 1974/1975 led to more cautious forecasts in the mid-1970s, which allowed a two-pronged route throughout. From economic considerations, a reduction of the initial expansion speed to 250 km / h resulted. If a pure passenger transport route had been realized, about 20 percent of the construction costs would have been saved, according to the railway.

The track spacing for this large clearance profile should be 5.40 meters, the usable tunnel cross-sectional area over the top of the rails was 103 square meters.

In 1975 these plans were discarded after studies had shown that the additional costs of around ten percent for a large clearance profile were not offset by sufficiently large additional yields from the piggyback express traffic. Instead, the extended standard clearance profile was used as the basis for the further planning of the route, now known as the “new line”. As network planning progressed, the planned Hanover – Gemünden and Aschaffenburg – Würzburg lines were combined to form the new Hanover – Würzburg line in the same year .

The main reason for the extension to Würzburg lay in considerations of capacity - the existing double-track line between Gemünden and Würzburg started traffic to and from Fulda as well as to and from Frankfurt am Main. On July 13, 1977, the board of directors of the Deutsche Bundesbahn decided to build the new line between Hanover and Würzburg. In 1977, the line was included in the coordinated investment program for federal transport routes .

The commissioning of the first two new German lines was initially planned for 1985. As a result of unexpectedly long planning procedures, there was a postponement to 1993 in the early 1980s. In July 1982, the Federal Railroad Board, who was newly appointed to office, decided to continue building the lines and to bring them into operation until 1991.

On May 28, 1984, the board of directors of the German Federal Railroad decided on the HGV project , which provided for the line to be driven on high-speed traffic at speeds of up to 250 km / h as soon as it was commissioned. The changes to the route planning required for this were minor, mainly because the Re 250 overhead contact line had already been tested and was intended for installation.

Variant discussion

Due to its location in the settlement and traffic structure, the city of Kassel was a fixed point of the route. The concrete route was finally developed in a multi-stage process. In the section between Hanover and Kassel, for example, numerous variants were examined in a corridor around 50 kilometers wide. With the new line, Kassel was to be connected to the intercity network for the first time.

In the autumn of 1971, a route designated as variant I was available from Hanover via the Weserbergland from Holzminden / Höxter and Kassel to Gemünden. In the course of the regional planning procedure initiated in 1972 for the Hanover- Elze section (near Hildesheim), the supreme state planning authority of Lower Saxony asked the Federal Railroad in 1972 to add a route beyond this section in addition to a route over Holzminden and a variant over the zone border area of Northeim and Göttingen to be promoted check. A correspondence with the objectives of the state planning was found only for the section between Hanover and Rethen. A variant II developed as a result broke away from variant I at Elze and ran west of the Leinetal via Nörten-Hardenberg to Göttingen and from there via Dransfeld to Kassel .

When construction work began in 1973 in the first section between Hanover main station and Rethen (12 kilometers), further discussions arose. A large number of route attempts resulted in a solution called Variant III , which corresponds to the current route and runs via Bad Gandersheim and Northeim to Göttingen and from there in a south-easterly direction via Hannoversch Münden to Kassel. Decisive for this variant was the desire to route from Rethen to Göttingen by the shortest route and to connect Hildesheim as well as possible.

In a business comparison between variants I and III, variant I was preferred. The additional traffic volume of a connection to Göttingen (II / III) could not compensate for an estimated additional investment of 500 million DM for the route 20 kilometers longer than variant I. The state of Lower Saxony and the Göttingen Trasse interest group held economic arguments in favor of connecting Göttingen with their own studies and reports. The state government of Lower Saxony emphasized in a state planning statement in 1975 that from a state political point of view, only one route via Göttingen was justifiable. Taking into account new planning parameters (250 km / h instead of 300 km / h expansion speed, standard instead of large clearance), the economic difference finally reduced to 300 million DM. In 1976, the discussion was concluded with the approval of the Federal Minister of Transport for the route via Göttingen. A study commissioned by the state of Lower Saxony compared the Göttingen and Holzminden variants with each other and confirmed that the Göttingen variant was consistently more useful.

In October 1974 the Federal Railroad decided to run the route via Gemünden am Main to Würzburg.

In the Fulda area , a western bypass of the city was originally planned, which was to be linked to the new line by means of links to the existing line at Maberzell and Kerzell . This variant had already been discarded in the mid-1970s in favor of several variants of a route through the Fulda train station. In 1978 it was decided to run the line over a length of 13 kilometers parallel to the existing line via the Fulda train station . The discussion about connecting Fulda to the route took a total of about seven years.

At the end of 1976 it was clear for the Kassel area that the new line at Fuldatal - Ihringshausen would be linked to the existing network. The alignment between Hanover and Kassel was thus established. In Kassel, after long discussions around 1980, the decision was made to run the route via the new Kassel-Wilhelmshöhe station . A route below the city with an underground through station under the existing main station , a terminus station , was rejected, as were two other variants.

In a memorandum on the new Hanover – Würzburg line in 1983, BUND Hessen advocated an alternative concept. The Main-Weser Railway was to be expanded and the new Kassel – Fulda section not built.

planning

A construction board on the new line in the 1980s. In 1974 the color pastel orange ( RAL 2003) and the “half-track” were introduced as a sign for the new and upgraded lines of the German Federal Railroad.

The first section between Hanover and Rethen (12 kilometers) was approved on July 16, 1973 by the Federal Minister of Transport (in accordance with Section 14 (3c) of the Federal Railway Act). The approved costs amounted to 226 million Deutschmarks (price as of 1973). This section was considered undisputed between the railways, the federal government and the state of Lower Saxony, while the further course to the south was controversial.

In June 1978 the Federal Cabinet decided to continue the new line. The Federal Minister of Transport then approved the construction of the Rethen – Kassel and Burgsinn – Würzburg sections on July 21, 1978. On August 26, 1980, the approval for the Kassel – Burgsinn section followed. The approved costs amounted to 4,750 million DM (price status: 1975) for Rethen – Kassel and a total of 5,060 million DM (price status: 1979) for Kassel – Burgsinn and Burgsinn – Würzburg.

For the regional planning procedure , the route was divided into nine sections. From 1972 a total of 13 (other source 11) spatial planning procedures were carried out. For the most part, sections were chosen that can also be used independently. After the alignment between Hanover and Kassel was fixed at the end of 1976, the regional planning procedure in this section was initiated in several sections in 1977. In 1977 the regional planning procedure for the Edesheim –Göttingen section was completed, and in April 1979 the state planning assessment for the Göttingen – state border section (north of Kassel) was issued. In January 1980 the 64-kilometer section Rethen – Edesheim followed. The last large-scale regional planning procedure for the 36-kilometer section between Gemünden and Würzburg ended after five and a half years on May 20, 1981 with a positive regional planning assessment. The regional planning procedures took between one and six years to complete.

After completion of the regional planning procedure, the planning approval procedure began . The route was divided into 88 plan approval sections. For this purpose, preliminary draft plans on a scale of 1: 5000 were first drawn up, which were then made more precise for the approval planning on a scale of 1: 1000. In May 1981, 75 of the 314 kilometers of the route between Rethen and Würzburg were approved, in late summer 1982 113 kilometers. Particular difficulties arose from the construction of new traction power lines . Countless land consolidations were necessary in order to keep the effects of the new line on many farms whose land had to be crossed within limits . In the absence of any applicable federal law, noise protection along the route was based on agreements with the federal states concerned.

On August 26, 1980, 90 percent of the route had been determined by regional planning in the course of regional planning and the Federal Ministry of Transport granted approval for the last section of the new route between Kassel-Wilhelmshöhe and Burgsinn (near Würzburg). The first construction work in the southern section was put out to tender towards the end of 1980.

While the first of 15 new plan approval sections to be built was decided in the northern section in 1984 , the last plan approval decision for the southern section was issued on December 12, 1984 for the area of the Veitshöchheim Main Valley Bridge . In 1985, 267 kilometers were approved. In October 1986 the building permit was finally available for the entire route.

The realization of the line was controlled from the railway construction center founded in April 1976 , which was directly subordinate to the board of the Deutsche Bundesbahn. In October 1978, three project groups for the realization of the 327 kilometer long new line based in Hanover, Frankfurt am Main and Nuremberg were assigned to it. The central section coordinated from Frankfurt comprised 111 kilometers, 28 tunnels (49 kilometers) and 22 larger valley bridges and extended from the Hessian-Lower Saxony state border on the east bank of the Fulda near Ihringshausen and ended five kilometers south of Fulda. The section adjoining it to the south, including 24 kilometers in Hesse , belonged to the South Project Group (Nuremberg).

Countless discussions were held in the course of public relations. By 1977, 25 citizens' initiatives had been formed against the new line. In 1979 more than 40 such groups were counted. In the section between Kassel and Fulda alone, a total of 24 citizens' initiatives had formed against the route by 1981. The regional planning procedure had already been considerably delayed due to the commitment of the groups. In negotiations with those affected, tunnels were lengthened and municipal construction work was financed from rail funds. Objections from residents led to significant cost increases within a few years. For example, while every fourth kilometer in the tunnel was planned in the mid-1970s, the percentage that was realized later was more than a third. The route length planned in 1979 at 327 kilometers already corresponded to the later realized. In the 1980s, resistance largely ebbed. In 1983, the working group of the express train opponents as well as the Umwelt-Bund tried to prevent the construction of the section between Kassel and Fulda. The district of Hersfeld-Rotenburg sued the regional administrative court for the connection of Bebra to the route, for which the citizens' initiative “Save the Bebra station” campaigned. A total of 10,700 objections were raised against the route and administrative disputes were carried out in 360 cases.

The construction phase was preceded by an extensive exploration program. In the 111 kilometer long central section alone, 1,200 boreholes with a total length of 45 kilometers were sunk and 200 earth trenches were carried out.

In the 1980 Federal Transport Infrastructure Plan , the line was one of three new Level I railway construction projects that were to be completed by 1990. Investments of 2.3 billion DM were part of Stage II of the traffic route plan , which was to be implemented after 1990. The planned costs in 1980 were 10.49 billion Deutschmarks (price as of 1980). The planned capacity was given in 1984 with 120 trains per day and direction.

Design parameters

South of the Hildesheim Forest, the route runs straight for several kilometers

The new line was designed for mixed traffic of fast long-distance passenger and freight trains. This made comparatively large curve radii and, at the same time, comparatively small permissible gradients necessary.

As a rule, the largest permissible curve radius is 7000 meters, the minimum permissible radius in special cases is 5100 meters. These values resulted from the initially planned design speed (250 km / h) and the initially planned minimum speed of freight trains (80 km / h). The standard superelevation is 65 millimeters, the maximum superelevation - to limit excessive wear and tear - 90 millimeters (according to another source 80 millimeters). The cant deficit is a maximum of 60 millimeters. The maximum incline of 1.25 percent resulted from the requirement to be able to start again on such inclines even with heavy freight trains after a stop. As recently as the mid-1970s, it was planned to initially drive the route at speeds of up to 200 km / h in an initial expansion stage and to leave a later expansion open for up to 300 km / h. The design speed ultimately used as a basis is 300 km / h with a cant deficiency of 250 km / h of 130 millimeters. The maximum speed of the ICEs was initially limited to 250 km / h.

These generous alignment parameters made a particularly large number of engineering structures necessary. 121 kilometers of the 327-kilometer route run in 61 tunnels and 30 kilometers on 294 bridges (including 43 valley bridges ). The highest bridge is the Rombachtalbrücke at Schlitz at 95 meters , the longest at 1628 meters is the Fuldatalbrücke Solms . The Landrückentunnel (10,779 meters) and the Mündener Tunnel (10,525 meters) are the longest tunnels in Germany. Almost every fourth of the 456 kilometers of tunnel in the Deutsche Bahn network is on the line. Around 83 kilometers run in incisions and 77 kilometers on dams . Only 17 kilometers (5%) run at ground level.

In 1981 the planned total length of the tunnels was 110 kilometers, that of the dams was 81 kilometers, that of the cuttings 99 kilometers and that of the bridges 41 kilometers.

For the planned mixed operation of passenger and freight trains as well as maintenance at intervals of five to seven kilometers were crossovers and at a distance of some 20 kilometers eleven operating stations set up.

The route runs at heights between 50 m above sea level. NN and 386 m above sea level NN . The route takes up an area of 937 hectares .

The track center distance of 4.70 meters resulted from the requirement to be able to transport oversize shipments in freight traffic. About 4.20 meters would have been sufficient for pure passenger transport.

construction

On August 10, 1973, with the symbolic first ramming by Federal Transport Minister Lauritz Lauritzen near Laatzen, the construction of the first twelve-kilometer section of the Hanover – Gemünden line began. According to Lauritzen, this was the first start of construction of such a long-distance line since May 15, 1876, when the Hanover – Bebra – Frankfurt line began .

For the entire route (as of 1977) a construction period of five years was calculated. The opening should take place in 1985. Instead of the originally planned 160 kilometers, only twelve kilometers of the route were completed in 1979 due to numerous delays.

After planning approval for around 20 kilometers of the new line in the southern section (Fulda – Würzburg) in the second half of the year and a positive conclusion to the outstanding Gemünden – Würzburg regional planning procedure, the first construction contracts were put out to tender and awarded. The first structure in the southern section was the Schaippach Sinntal Bridge , which went into construction in October 1980 ; the large-scale construction work was officially initiated with the attack on the One-Time Mountain Tunnel near Gemünden on May 22, 1981. The Sinnberg tunnel was the first tunnel on the line to be built on February 25, 1981 .

In the middle section, construction work began on the Nordendweg intersection in Kassel on September 29 of the same year (the official start of construction in the Hessian section took place in November 1981 when Prime Minister Holger Börner laid the foundation stone for this intersection ). Due to objections from citizens' initiatives and lawsuits, extensive construction work in the northern section between Hanover and Göttingen did not begin until March 1983. With the attack on the Mündener and Mühlenkopf tunnels on October 27, 1983, construction work on the section between Kassel and Göttingen was officially initiated. On May 31, 1983, when the Steinberg-Bornhecke tunnel was attacked, a total of twelve tunnels on the first two new lines were under construction. In the same year, the tunnel construction work began in the central section.

The first mast of the new traction power lines was erected near Nörten-Hardenberg in February 1983. By the end of 1983, 2.32 billion German marks (around 1.14 billion euros ) had been invested in the new line.

In October 1984, construction work was carried out on almost three quarters of the route.

Earthworks in the future Rohrbach depot (June 1985)

Track construction work in the Rohrbach depot in May 1986

Construction work south of Fulda (May 1987)

After 184 days of construction, the one-time mountain tunnel near Gemünden am Main was cut through on February 4, 1982. In 1986 the shell of the longest German railway tunnel, the Landrückentunnel , was completed. By autumn 1984 seven workers had died in the tunnel construction work. While there was only a few construction work going on in the northern section in the mid-1980s, all construction work in the southern section had been awarded by January 1986 and 45 kilometers of shell construction had been completed. On November 4, 1987, track construction began from Fulda to the north, initially up to the Langenschwarz overtaking station 19 kilometers away.

In 1988, the Helleberg , Mündener and Rengershauser tunnels were the last three tubes on the line. At the end of the year half of the tracks between Fulda and Kassel had been laid, and the Kragenhof, Wälsebach and Mülmisch valley bridges were completed in the course of the year.

On October 3, 1989, the gap between Hanover and Göttingen was closed. On October 6th, the last of the 61 tubes, the Mündener Tunnel, was cut through. On November 2, 1989, the last rail was installed in the Göttingen – Kassel section (in the Mündener Tunnel), and in mid-November 1989 all tracks were in the Kassel – Fulda section. This was followed by the remaining work, for example the installation of the overhead contact line and load tests for bridges.

The southern access route Nuremberg – Würzburg was expanded in the section from Würzburg to Rottendorf due to the expected increase in traffic by the summer of 1984 over a length of eight kilometers from two to three tracks. With the topping-out ceremony for the canopy at Kassel-Wilhelmshöhe train station, the shell of the entire route was completed on January 18, 1990 .

The area required in the 111-kilometer central section alone was 615 hectares , of which 305 hectares were used permanently by the railway, the rest temporarily used. While 98 hectares were used for the railway line alone, 517 hectares were used for recultivation measures. In addition, 16 million cubic meters of excess material that could not be used for embankment was deposited in this section in around 30 landfills that take up another 220 hectares.

Manfred Stelzer's 1988 television film Himmelsheim / F13 depicts the effects of the construction of the high-speed line on a fictional Upper Franconian village.

Commissioning

Hanover – Rethen (1979)

On May 12, 1979, after six years of construction, the 12.762 kilometer section between Hanover Bismarckstrasse station and Rethen was put into operation. In this section 48.3 kilometers of rails, 111 points , 22 railway bridges and two overpass structures were built. In addition, nine level crossings were removed and the new Laatzen stop and a new signal box in Rethen were built. The total costs of this first section, for which 70,000 cubic meters of concrete and 8,900 tons of steel had been used, were 233 million D-Marks (around 119 million euros; price: around 1979).

Burgsinn – Hohe Wart (1986)

The south portal of the Hohe Wart tunnel formed the end of the test section (May 1986)

Test runs with a class 103 locomotive in the Rohrbach depot (July 1986)

On July 14, 1986, the overhead line between the Hohe Wart transfer point and the Burgsinn depot was energized. Locomotive 103 003 ran in the section between July 15 and August 8 to allow it to travel up to 280 km / h .

Starting in August 1986, a diverse test program was carried out with a wide variety of vehicles in order to gain further knowledge about railway operations at high speeds, which ultimately flowed into the ICE-1 series trains . On September 3, Hochtast rides began with the ICE forerunner InterCityExperimental , which had to be canceled on the same day after derailment of a power car in the Burgsinn depot (wrong switch position). The train returned to the line with only one powered end car on September 10 for high-speed runs up to 290 km / h. On November 17, 1986, a presentation drive for journalists took place at 345 km / h - even higher speeds could not be achieved in the short section.

The countless tests that were carried out on the section included investigations into the contact between the overhead contact line and pantograph, the superstructure and noise emissions. A focus of the numerous trips with a wide variety of vehicles were measurements of the aerodynamic loads when trains meet and the testing of various measures for pressure-upgrading rail vehicles . The new type of eddy current brake was also subjected to a series of tests lasting several weeks in March 1987. From April 8, 1987, the test program temporarily switched to the (somewhat longer) first section of the Mannheim – Stuttgart high-speed line . The test drives returned when the scheduled service began there on May 30, 1987.

Before the start of regular operations, the InterCityExperimental set a new world record for rail vehicles as part of the ICE world record run on May 1, 1988 at 406.9 km / h.

Fulda – Würzburg and Edesheim – Nörten-Hardenberg (1988)

An Intercity drives onto the new line at the Edesheim junction

An Intercity on the first day of operation (May 29, 1988) on the Bartelsgrabentalbrücke . Initially, the maximum speed of long-distance trains on the route was limited to 160 km / h.

The InterCityExperimental ICE forerunner train on the way to Würzburg. On May 28 and 29, 1988, the train commuted several times on the new line section.

On January 18, 1988, the overhead line between the Fulda station and the Würzburg main station was put under tension.

The official commissioning of the Fulda – Würzburg (94 km new line) and Edesheim – Nörten-Hardenberg (near Göttingen , 13 km) sections took place when the timetable changed on May 29, 1988.

On May 27, 1988, the Würzburg – Fulda section was opened with a parallel journey of four vehicles between Burgsinn and Mittelinn . While the InterCityExperimental and an IC (with locomotive 120 102 ) operated on the new line , a historic TEE set (601 014) and the steam locomotive 50 622 ran the Flieden – Gemünden line, which ran parallel in this section . Federal Transport Minister Jürgen Warnke had previously officially opened the route to traffic in the Fulda train station. In Fulda and Würzburg, the opening of the 3.2 billion DM (around 1.6 billion euros) section of the line was celebrated on May 28 and 29, 1988 with station festivals. Numerous shuttle trips between Würzburg and Fulda with the ICE-V and an IC set were also offered.

As the first regular passenger train on the southern section, IC 686 Herrenchiemsee left the Würzburg main station for Fulda on May 29 at 9:17 a.m. The travel time between Fulda and Würzburg in IC traffic was reduced from 63 to 39 minutes and the route length by 19 kilometers. In the first year of operation, IC / EC trains ran at regular intervals over the route during the day, supplemented by a pair of D and FD trains. Around 50 freight trains ran on the route at night. The introduction of the new line to the Fulda station was still under construction; Trains on the new line initially ran on the existing tracks and switched to the tracks of the high-speed line outside the station.

Initially, the maximum speed of long-distance trains with speeds of up to 200 km / h inside the tunnels was limited to 160 km / h. Investigations had shown that higher driving speeds required pressure- capable vehicles , which at that time were not yet available in sufficient numbers. The downpipe toilets, which were still common on the railways at that time - also in IC cars - were open to the outside and had to be replaced by closed systems, since otherwise the pressure wave can reverse the flushing process, which only works with gravity. In the years 1988 and 1989, a total of 160 Intercity cars of the then Deutsche Bundesbahn were pressurized so that they could travel the route without restrictions. On February 16, 1989, the maximum speed for IC trains in the tunnel was increased to 180 km / h (without taking into account the travel times), although there were not yet a sufficient number of pressure-capable cars available.

In the first year of operation in the Fulda – Würzburg section, cross winds on the high valley bridges also turned out to be critical. After storm warnings from the Offenbach weather department, the freight trains were diverted over the old route for a total of 13 nights between May and August 1988. Shortly afterwards, wind measuring devices were installed on the two particularly high bridges over Sinn and Fliede. Thanks to the locally precise measurements, freight trains were able to use the route unrestricted up to wind force 10, and with a maximum speed of 80 km / h. Only freight trains with empty containers and flat wagons were diverted from wind force ten. The first few months of operation were also overshadowed by high levels of damage (30 to 40 percent of the vehicles used) of the 103, 120 and Bpmz series. Due to problems with the emergency brake override , additional IC teams were stationed in Fulda and Würzburg to reinforce the train crew on affected trains.

In 1989, between Fulda and Würzburg, test subject examinations were carried out in several stages, from which printing comfort criteria for Deutsche Bahn were derived, which in turn were incorporated into a relevant set of rules of the International Union of Railways (UIC).

Before the southern section went into operation, 760 train drivers had received route knowledge, including 60 intercity and around 700 freight train drivers. For the first time, part of the six instruction drives per direction that were common at the time was replaced (on an experimental basis) by a video recording.

Göttingen-Nörten-Hardenberg (1990)

On May 18, 1990, the section between Göttingen and Nörten-Hardenberg (13 kilometers) was opened. Since the line train control (LZB) was not yet available, the maximum speed up to the commissioning of the entire route was 160 km / h, without any significant gain in travel time. Freight trains have been running on the new section since the end of April 1990. In mid-1986 the plan was to put the 53-kilometer section between Nörten-Hardenberg and Kassel into operation in 1990.

At the end of 1979, the Bundesbahn had expected to be able to open the section between Edesheim and Göttingen in 1985.

Full commissioning (1991)

With the start of scheduled ICE traffic on June 2, 1991, the route was put into operation over its full length; At the same time, the second new line, between Mannheim and Stuttgart, went into full operation . The travel time of the InterCitys between Hanover and Würzburg was two hours and 17 minutes in the final stage, that of the ICE around two hours.

During the previous high-speed runs, measuring vehicles traveled the route starting at 160 km / h with increases of 10 km / h each time. The acceptance speed of 310 km / h (permissible maximum speed of 280 km / h plus ten percent reserve) had to be achieved in at least five journeys for approval. The acceptance runs were completed by January 1, 1991. Training trips for the staff followed. Before the first two new lines were put into operation, 1000–2000 train drivers undertook route-based tours and were familiarized with the technical features (e.g. driver's cab signaling, emergency brake override).

The new line played a role in two television commercials for the then Bundesbahn as part of the Company Future campaign , which particularly emphasized the ecological advantages of the new lines.

Effects

With the commissioning of the high-speed line, the travel time between Hamburg and Munich in long-distance passenger rail traffic fell from initially 7:35 hours (1984) or 7:06 hours (1986, with timetable optimization) to 6:39 hours (1988, after the commissioning of Würzburg-Fulda) or around 6:00 hours (1991, full commissioning). Today (as of 2011), after commissioning the high-speed line Nuremberg – Ingolstadt – Munich, it is just over 5:30 hours.

The distance between Kassel and Göttingen was reduced by around 30 kilometers, the previously necessary long detour via Eichenberg was omitted.

The new line consumes 937 hectares of land permanently , which is an average of 2.9 hectares per kilometer of the route.

costs

The total costs of the project amounted to 11,874 million DM (forecast billing amount as of mid-1994, formed by adding up the actual expenses over the financial years). Tunnels and bridges account for around half of the total cost of the route.

The costs rose steadily in the course of construction. Whereas in 1977 8.05 billion DM (around 4.11 billion euros ) were planned, in the spring of 1982 the total was already 10.5 billion DM (around 5.4 billion euros). In June 1982 the price level in 1981 was 11.7 billion DM (about 6.0 billion euros). In 1983 (at the 1983 price level), DM 11.80 billion was calculated. At the beginning of October 1984 (price as of January 1, 1984) total costs of 11.1 billion D-Marks were calculated. The main reason given for exceeding the originally planned costs was the rise in construction prices in 1994 (70 percent increase between 1972 and 1991).

A reassessment of the economic and economic benefits on behalf of the Federal Ministry of Transport resulted in a benefit-cost factor of 4.1 and a revenue- cost factor of 3.1 for the route in mid-1983 . At the end of 1984 the Federal Railroad announced a cost reduction and acceleration on the first two new lines. Completion was supposed to take place in 1991, and the total cost of 14.7 billion DM was 850 million DM lower than originally planned (price as of January 1, 1984). The authority justified this development u. a. with cost-saving tunnel construction methods, more precise calculation options in the course of progressive implementation and the competitive situation in the construction industry. At that time, completion was planned for 1993 (for the Fulda – Würzburg section: 1989). The new Hanover – Würzburg line accounted for DM 11.126 billion. These costs were also assumed in mid-1985. In 1986 the cost was estimated at 10.995 billion DM.

Further development

In November 1988, a new Talgo set reached a speed of 291 km / h on the route.

After commissioning in 1991 and 1992, the tunnels were equipped with radio technology for the C network , VHF radio and Euro signal . The tunnel radio system was in operation until December 31, 2000. The line was around 2005/2006 for the public GSM - mobile upgraded. Numerous newly built transmitter stations - including tunnel radio systems - guarantee constant reception in mobile phone-enhanced vehicles .

In 1993, on a test section between Hanover and Göttingen, an overhead line that could be used at speeds of up to 400 km / h was set up to check the possibility of further increases in speed on the new lines. The Nantenbacher curve (connecting curve from Würzburg to Frankfurt am Main) was completed in 1994. On May 4, 1998 reached Euro Train at Orxhausen h, a speed of 316 km /. In 1994 a Talgo unit pulled by the InterCityExperimental reached a speed of 360 km / h between Hanover and Göttingen.

The substructure of the track proved to be too hard during operation, which meant that the gravel wore out faster than expected. A renovation with threshold anchors planned for 2019 could not be waited for. From April 23 to May 8, 2016, the section between Hanover and Kassel was closed for cleaning and partial renewal of the ballast. A total of 130,000 tons of new ballast were to be brought in.

At the beginning of May 2016, Deutsche Bahn announced the planning of a comprehensive renewal of the superstructure between Hanover Messe / Laatzen and Jühnde. Around 178 kilometers of track and 75 points were to be renewed and 6 points removed. At the end of December 2015, the Federal Railway Authority had already granted planning permission to dismantle the Gifts and Sudheim transfer points and a total of six switches in the depots.

Fiber-optic sensors were tested on the Fulda – Würzburg section (status: 2016).

World record runs

ICE 1 on the Wälsebachtal bridge

As part of the ICE world record run on May 1, 1988 , the InterCityExperimental test train set a world speed record for rail vehicles. It reached a speed of 406.9 km / h in the section Würzburg – Fulda, north of the one-time mountain tunnel (route kilometers 287.956). The track and train were specially prepared for the record. The world record only lasted a good one and a half years before it was exceeded in the world record drive on December 5, 1989 by the French TGV Atlantique with 482.4 km / h.

As early as November 17, 1986, the InterCityExperimental set a new speed record for three-phase vehicles with 345 km / h in the Mühlberg tunnel .

With a speed of 310 km / h, the EuroSprinter 64 P locomotive 127 001-6 set a new world record for three-phase locomotives between Würzburg and Fulda on August 6, 1993 .

Accidents

On April 26, 2008 an ICE-1 power car came to a halt on the tunnel wall of the Landrückentunnel (near Fulda)

On September 3, 1986, the day of its first trip on the line, the ICE predecessor train InterCityExperimental derailed after a switch in the branch to the existing line under the motor car 410 001 was switched in the Burgsinn depot.
On June 29, 1991, two freight trains collided in a tunnel near Jühnde . After a malfunction, one of the engine drivers switched off the LZB vehicle equipment and drove past the stop signal.
In the first half of 1999 there were three accidents in a short time due to Italian sliding wall wagons, in which the transfer points Mengershausen, Ersrode and Gehrenrode were destroyed, the former two not being rebuilt.
- On March 2, 1999, a freight train wagon derailed in the Leinebuschtunnel and burned out. Fighting the fire with the rescue train was not satisfactory, see Rescue Train (Deutsche Bahn AG) # Emergency cases .
- On April 28, 1999, four wagons of a freight train derailed when entering the Schalkenberg tunnel due to a hot runner on one wagon.
- On May 13, 1999, an Italian freight car, which was the last car in the ICG 50710 from Kornwestheim to Bremen, derailed at kilometer 58. In an eight-kilometer section, the concrete sleepers were smashed and signaling equipment was damaged. The damage ran into the millions, the opposite track remained closed until the following day, the accident track until May 23, 1999. After a type 245 sliding wall wagon was the cause of an accident for the third time in a row, the Federal Railway Authority prohibited the operation of these wagons at speeds of more than 60 km / h.
Main article : Railway accident in the Landrückentunnel
On April 26, 2008, at 9:05 p.m., the ICE 885 came to a damaged halt in the Landrückentunnel after it collided with sheep as it entered the tunnel. Ten of the twelve cars and both powered end cars of the 14-car train derailed. 19 travelers were injured, four of them moderately severe. It was the first derailment of an ICE in normal operation in a tunnel. The section between Fulda and the Burgsinn depot remained closed for several weeks. Long-distance traffic was diverted over the old north-south route with a journey time extension of around 30 minutes in this section .

outlook

The general overhaul of the high-speed line, which has been in operation since 1991, will begin in 2019, with the renewal of tracks, switches and technology. For the first section between Hanover and Göttingen, a complete line closure is planned between June 11 and December 14, 2019. In October 2019, the section of the route was reopened for load drives between 5 and 7 a.m. The diversion takes place via the Hannöversche Südbahn along the Leinetal, which results in an increase in travel time of 30 to 45 minutes and train cancellations. The overhaul of the section from Göttingen to Kassel is planned for the period April 23 to July 15, 2021, while the section from Fulda to Würzburg in 2022 and from Kassel to Fulda in 2023 is planned for overhaul.

The preferred variant of the upgraded and new line from Hanau to Würzburg / Fulda to Erfurt is to be linked to the high-speed line at Mittelkalbach. The preferred solution variant IV , named in June 2018, is to be incorporated into the regional planning procedure. This would mean that the high-speed passenger traffic Fulda – Frankfurt between Fulda and the Kalbach tunnel would also use the high-speed route.

The first expert draft published in October 2018 provides for a travel time of exactly 120 minutes for the Germany cycle between the main stations in Hanover and Würzburg. With a basic service of five and a half trains per hour and direction, the section south of Fulda will in future be the most heavily used section of the route. The second expert draft now provides for six trains per hour and direction south of Fulda. An additional two-hour, 200 km / h long-distance line between Hamburg and Munich was added.

business


year	1990 (Forecast BVWP 1980)	1992	2007	2018
Passenger trains	88	76	126	110
Freight trains	152	70	36	26th
total	240	146	152	136

The new line is scheduled to be used by long- distance passenger and freight trains. The new line is primarily available to long-distance passenger trains between 5:30 a.m. and 11:00 p.m., while freight trains have priority in operations during the rest of the time. Passenger trains then have to run over the longer and slower passable old route .

While the number of pairs of passenger trains in the Göttingen – Fulda section rose continuously from 38 (1992) to 63 (2007), the number of pairs of freight trains fell from 35 (1992) to 22 (2005) or 18 (2007). The load on the existing route developed in the opposite direction: the number of freight train pairs rose from 66 (1992) to 104 (2007), while the number of passenger train pairs fell from 45 to 35 in the same period. In 2007, 53 ICE and IC trains and 33 fast freight trains (120 km / h, some 160 km / h) ran in the busiest section between Göttingen and Kassel, each working day and direction. 77 slow freight trains (90 km / h) and 19 regional trains ran on the old route between Göttingen and Eichenberg.

In August 1994 around 100 passenger and 70 freight trains used the route every day. In 1995 the route in the Kassel – Göttingen section was used by an average of 100 passenger trains and 65 freight trains per day. The Federal Transport Infrastructure Plan 1980 provided for a load of 88 passenger and 152 freight trains for 1990.

The profitability calculation of the project was based on 240 trains per day, about half each passenger and freight trains. In addition, network-wide effects were applied. The reasons given for the actually lower capacity utilization in 1994 included the not yet completed expansion of the rest of the network (on which the forecast was based) and the “unsatisfactory development” of rail freight transport.

passenger traffic

An ICE 3 from Frankfurt am Main on the way to Würzburg. At the southern end of the Nantenbacher curve , these trains use a 25-kilometer section of the new line to Würzburg

ICE and IC trains are scheduled to use the new line for passenger traffic. In clock traffic (largely two-hour clock) run it in the timetable of 2008 following ICE lines on the route:

from Hamburg-Altona via Hanover-Göttingen-Kassel-Wilhelmshöhe-Frankfurt (Main) to Basel / Zurich (ICE line 20 ) or Stuttgart (ICE line 22 )
from Hamburg-Altona or Bremen via Hanover-Göttingen-Kassel-Wilhelmshöhe-Fulda-Würzburg to Munich (ICE line 25 , wing train to Garmisch-Partenkirchen )
from Berlin via Wolfsburg – Braunschweig – Hildesheim – Göttingen – Kassel-Wilhelmshöhe – Fulda – Hanau – Frankfurt (Main) to Basel (ICE line 12 ) or Munich (ICE line 11 )
Cologne – Frankfurt (Main) –Würzburg – Nuremberg – Ingolstadt to Munich (ICE line 41 )
Cologne – Frankfurt (Main) –Würzburg – Nuremberg – Passau – Vienna (ICE line 91 )

The overlapping of several lines creates at least one hourly service between the subway stations of the new line, in the section between Fulda and Hanover at least two pairs of trains run per hour, between Kassel and Göttingen three.

In IC traffic, trains on the Karlsruhe – Hamburg line use the section between Hanover and Kassel every two hours. In addition, other IC trains run over the route, some in weekend traffic, some as repeaters.

The two working day pairs of ICE Sprinter trains between Frankfurt am Main and Berlin and the ICE Sprinter from Hamburg via Hanover to Frankfurt also use the route. In the intercity traffic, individual trains run over the route. In the 1990s, individual interregional lines also ran along the route. Regional traffic only takes place on short sections between the train stations and nearby links on the older routes, for example between Ihringshausen and Kassel-Wilhelmshöhe.

With three pairs of ICE trains per hour and direction as planned, the section between the Hildesheim loop near Hanover and Fulda is the busiest section of the new line. With one pair of trains per hour, the approximately 60-kilometer-long new line section between Fulda and the Nantenbacher bend near Würzburg is the section of the German new high-speed lines that is least used by scheduled passenger traffic.

In passenger traffic, a slight decrease in the number of trains is expected in the southern section of the route by 2030 (status: 2018).

Freight transport

The line is designed for freight trains weighing up to 2500 t that require two locomotives. A train load of around 1350 t is possible with one locomotive.

During the night (11 p.m. to 5 a.m.) the new line is used for freight traffic. In the 1993/1994 timetable, around 20 freight trains in each direction ran the route between 1 a.m. and 5 a.m. on working days in the Fulda – Kassel section. In the meantime (as of 2009) between 10 p.m. and 6 a.m., 62 freight trains run daily on the new line; There are no freight trains between 6 a.m. and 10 p.m. In the Göttingen – Kassel section, the greatest load from freight trains in 2003 was at hour 0 (eight trains traveling south) and in a northerly direction at hour 1 (five trains traveling north). When train encounters between passenger and freight trains in tunnels, for example due to diversion of freight trains on the new line, the maximum speed of all trains in the affected section must be reduced to 160 km / h (status: 2001).

The regular speed of the freight trains on the new line is 120 km / h. This speed can be reached under LZB by freight trains with conventional brakes.

Before the new line was opened, a number of freight cars with a maximum speed of 160 km / h were purchased for the line from the end of 1990. As part of the high-speed freight transport project, goods trains traveling at 160 km / h on the Hamburg – Munich and Bremen – Stuttgart routes ran from 1991 to 1995 on the route. Pulled by class 120 locomotives , these InterCargoExpress trains ran overnight between northern and southern Germany. The offer was discontinued in 1995 for economic reasons and resumed in 2000 with the Parcel InterCity . Around 2001 a number of 120 km / h fast freight trains ran the route at night every six minutes.

While around 20 trains per day and direction are expected in 2018 in the southern section of the line, between Mottgers and Würzburg, the forecast of the Federal Transport Infrastructure Plan for 2030 expects up to 74.

Investigations into using the ICE-G to run goods trains with a speed of 250 km / h on the route were not put into practice.

Driving speeds

An ICE 1 leaves the Richthof tunnel .

Most of the new line is approved for a maximum speed of 280 km / h. The maximum speed in tunnels is generally limited to 250 km / h. The transit speeds at the Fulda, Kassel-Wilhelmshöhe and Göttingen subway stations are between 100 km / h and 140 km / h.

At the time of commissioning, the maximum line speed was 250 km / h with a permitted speed of up to 280 km / h in the event of delays. In 1998, the maximum speed according to the timetable of trains running on this route was reduced to 250 km / h throughout. Crosswind-sensitive trains, including the ICE-2 multiple units with a leading (pushed) control car and locomotives with relatively light end cars ( ICE 3 and ICE T ) are only allowed to travel at 200 km / h in some sections of the route.

In the city of Hanover, the maximum speed limit is 160 km / h. The line train control that is active from kilometer 16 (as of October 2006) enables higher speeds only from this point on. At the southern end of the new line, the maximum speed is initially reduced from 250 to 220 km / h on the Veitshöchheim Main Valley bridge , and in the following Roßberg tunnel it is reduced to 160 km / h. The ramp at Würzburg Central Station can also be used at this speed. The entrance to the Würzburg main station takes place at up to 80 km / h, the exit towards Hanover with up to 100 km / h.

Exceptional approval for 280 km / h operation with ICE 1 (1995)

General exception approval for 280 km / h operation (1996)

In deviation from the maximum speed of 250 km / h permitted in Section 40 No. 2 Sentence 1 EBO , the Federal Ministry of Transport (pursuant to Section 3 Paragraph 1 No. 1 EBO ) allowed a maximum line speed for ICE 1 multiple units by decision of March 24, 1995 from 280 km / h, combined with special safety requirements. On December 27, 1996, this and other exceptional approvals were replaced by a general, vehicle-independent regulation. This envisaged a reduction of the permissible speed in the tunnel to 250 km / h, provided that encounters between passenger and freight trains could not be excluded by a technical system.

At the end of the 1980s, containers of the combined cargo traffic had proven to be critical for encounters between passenger and freight trains in tunnels, which made it necessary to reduce the pressure load when trains encountered passenger trains and thus to reduce the speed of the ICE.

When the timetable changed on December 13, 2009, the permissible speed for ICE 1 and ICE 2 between the Krieberg and Eichenberg tunnels (section Hanover – Göttingen) was increased to 280 km / h. A continuous speed increase to 280 km / h also in the tunnels of the new line is being investigated. The necessary safe separation of passenger and freight trains should be implemented through changes to the existing signaling technology.

As part of the “Mixed traffic Fulda - Burgsinn” project, a procedure was tested in a three-week pilot operation from November 23, 2009 in the 44-kilometer section with which it is possible to run freight trains during the day. A software should be used to prevent passenger and freight trains from meeting in tunnels. For this purpose, two tunnel areas with three or five tunnels, separated by the Mottgers overtaking station , were created. A reliable differentiation of the train types is ensured by measuring the center distances at 24 points using wheel sensors, which determine the center distances with an accuracy of 15 millimeters.

The system should also be used on other new lines in the future. It should be further optimized and used in the future if necessary. In a further stage of development, among other illegal driving signals are prevented and the duty traffic controller at the depot Burgsinn and the operations center Frankfurt are relieved.

According to DB information from 2018, a secure solution in terms of signaling was sought. The implementation is not foreseeable. If the system is implemented, up to 20 additional routes in each direction could be added between Fulda and Burgsinn during the daytime.

A similar system has been used for about 2,018 on the new Ebensfeld-Erfurt used .

technology

Trains that are to travel the route must be suitable for encounters with vehicles up to 250 km / h (especially in tunnels). On passenger trains, the toilet systems must be closed and insensitivity to cross winds must be proven.

The clearance of the route was laid out according to the extended standard clearance . With a track spacing of 4.70 meters and a contact wire height of 5.30 meters above the top of the rail, transports that exceed the loading gauge are also possible. The distance between the tracks resulted from the requirement that vehicles traveling in opposite directions can use the clearance of turnouts with a radius of 300 meters without hindrance. 2.60 meter wide concrete sleepers (type B 70 ) are used, which are ballasted 50 centimeters deep in front of the head. The maximum mass of freight trains is 2500 t due to the maximum load capacity of the high bridges when trains are approaching and braking at the same time. The double-track bridges are designed for the braking load on one track and the starting load on the second track.

The route is continuously equipped with regular train control (LZB), which informs the train driver about speeds and travel permits for the next seven kilometers. Originally it was planned to use the LZB only for fast trains as a supplement to the usual light signal system ( H / V system ), which requires a braking distance of less than one kilometer. In the further development - when it became clear that most trains would run LZB-guided over the route - the H / V system was only designed as a fall-back level and the number of light signals was reduced to around a third of the originally planned number. Fixed light signals only cover the operating points of the route, block signals have largely been dispensed with. In order to compact the train sequence in LZB-guided trains, LZB sub-blocks were set up at a distance of about 2.5 kilometers between the stationary signals. If an LZB-guided train enters a free LZB block section (so-called partial block ) whose associated H / V block section ( whole block secured with light signals ) is not yet free, the opaque light signal is darkened . The line was fully equipped for track changing operations. To track vacancy detection are audio-frequency track circuits used. The partial renewal of the LZB ( CIR-ELKE ) is ongoing (as of 2018), and in the long term the line is to be equipped with ETCS . In preparation for ETCS, signal boxes in the Bavarian section of the route are to be partially renewed by 2022.

A 50-kilometer section between Fulda and Würzburg is controlled from the relay interlocking in Burgsinn (photo from 1988)

The section between Fulda and Würzburg, which was put into operation early , is controlled from conventional relay interlockings , the other sections from locally operated electronic interlockings with remote computers. Each interlocking controls a route section up to 70 kilometers long, which includes up to 450 actuating units. The distant signal distance is 1,100 meters.

Track change in the Körle Ost depot

Overtaking stations are arranged along the route at a distance of around 20 kilometers to enable passenger trains to overtake freight trains. Since the gradient in such stations must not exceed 1.5 per thousand, this standard distance could not always be maintained. The overtaking stations are mostly remote-controlled and have at least one overtaking track for each direction of travel (exception: Licherode ) and transfer points (usually four points) at both station heads. The overtaking tracks all have protective switches , whereby the adjacent track stumps can be extended as a switch assembly area if necessary. A regular overtaking station has 16 points and 12 main signals . In the planning (status: 1984) it was planned to equip every second overtaking station as a technical base in order to be able to remedy minor technical faults at short notice and to serve as a place of operation for the permanent way maintenance.

The track switches are designed as high -speed switches for branch speeds of 100 km / h (1200 meter radius) and 130 km / h (2500 meter radius). Most of the transfer points can be driven at 130 km / h when changing tracks, the switches in the overtaking stations continuously at 100 km / h. Each turnout is moved by up to three point machines. In the northern section of the line alone there are 238 points (as of 1989). A second operating stage with simple transfer points, each of which should be passable at 160 km / h, was provided as an option. For the branch to the Nantenbacher bend in the Rohrbach depot, curved cage turnouts for branch speeds of 200 km / h were newly developed. These switches are 154 meters long and weigh 210 t, the length of the tongues is 56 meters. The pair of turnouts is one of the six fastest turnouts in Germany.

Overhead line mast with arm and contact wire of type Re 250

Eight new and four existing substations ensure the energy supply. For future increases in energy demand, substation locations were planned at intervals of 15 to 20 kilometers, but initially only at intervals of 30 to 40 kilometers. Largely parallel to the new line, a new traction current line (110 kV) was built in large parts , which was linked to the existing traction current network in Nörten-Hardenberg, Kassel, Fulda and Gemünden am Main.

The height of the contact wire (type Re 250 ) above the top of the rail is 5.30 meters (in the old network it varies between 4.9 and 6.0 meters). The deflection of the overhead line around the center line is 300 millimeters lower on both sides than in the old network (400 millimeters). At 40 to 65 meters, the mast spacing of the overhead line masts is also less than in the old network. The tension lengths of the chain works are 1300 meters. The overcurrent limitation was initially 1000 amps and was increased to 1500 A after a test carried out in 2001.

By the end of 1992, a continuous supply of public radio along the route was set up as part of the "tunnel radio system 91". The system, developed between 1989 and 1991 by the then Federal Railroad, Deutsche Bundespost Telekom , Bosch , Siemens and ANT , was set up along the entire route (including all tunnels) by the end of 1992. A total of seven channels of the C network , one channel for Eurosignal and transmission options for three radio channels have been set up. A total of 213 tunnel radio stations were set up on the first two high-speed routes and 320 kilometers of route were equipped with leaky cables (actual radio), power supply and fiber optic cables (feeder). The technology was set up during ongoing operations, between 1 a.m. and 6 a.m. The investment decision was preceded by field trials in Arnstedt and Orxhausen .

With a standard cross-sectional area of 82 square meters, the line's tunnels are suitable for encounters between 250 km / h fast ICE trains and 120 km / h freight trains. Higher ICE speeds place special demands on the quality of the freight car loads. The cross-sectional area of the tunnels emerged from theoretical aerodynamic studies.

A ballast superstructure in the area of an expansion joint of a bridge

The superstructure has been largely in conventional ballast superstructure with UIC-60 rails on B-70 concrete sleepers with System W executed. A slab track was installed for operational testing in the Mühlberg- , Einberg- and Sengebergtunnel (here: Heilit + Woerner type ). In 1993, the ballast was elastically bonded in the head area of the tracks in the tunnels of the first two new lines over a total length of 86 kilometers. These measures were designed to prevent damage from ice sheets weighing up to several tons, which in winter - due to temperature and pressure changes when entering the tunnels and when trains meet - detached themselves from the trains and damaged the route.

Hot box detection systems of the type HOA 90 and permanently installed signal-dependent rotten warning systems ("announcement systems", AKA) were newly developed for the new line .

security concept

Rescue train on a moving journey

The safety of railway operation is achieved through a variety of measures. In accordance with the regulations of the railway building and operating regulations , additional measures are prescribed for high-speed trips of over 160 km / h. For example, trains are continuously monitored during high-speed journeys using line train control ; H / V signals in compact design are available as a fallback level. Safety switches must be installed at all junctions with the main tracks , level crossings must not be set up or must be removed on existing lines.

For the new lines of the first generation, an extensive segregation of passenger and freight traffic was planned. In locations on the edge of the day (as of 1997), mixed operation is permitted for around two to three hours per day, whereby train encounters with passenger and freight trains in tunnels are to be excluded by operational measures. Passenger trains must have emergency brake bridging and a prescribed minimum number of trained train attendants (for the self-rescue concept ). In freight transport, block trains with dangerous goods are not allowed to use the route.

The safety concept for the tunnels on the new lines emerged from an intensive discussion in the 1980s. The tunnels along the route were equipped with escape routes along the edge of the route, escape route markings, orientation lighting (from 800 meters in length) and air flow alarm systems to determine the direction of escape in accordance with the recognized rules of technology valid during the planning phase . Occasional accesses to the portals and rescue stations have been set up at the portals, and emergency exits at some tunnels . The establishment of the emergency exits was based on considerations of the proportionality of costs and rescue benefits, whereby the federal states involved had called for a significant concentration of the exits.

39 tunnels with a total length of around 113 kilometers are currently included in a retrofit program in which the tunnels are to be adapted as far as possible to current safety standards without interfering with the structure . This includes, among other things, the creation of driveways, rescue areas, side paths and escape route markings as well as the supply of fire water. The retrofitting of emergency exits is not planned due to high costs. In addition, safety lighting is being retrofitted, which, compared to the orientation lighting, is characterized by a closer lamp spacing and a redundant power supply.

Rescue trains are available in case of accidents . They are each moved by two specially modified locomotives of the 714 series and are intended to bring fire and rescue services to accident sites that are difficult to access on the route. The trains are stationed in Hildesheim Hbf , Kassel Hbf , Fulda and Würzburg Hbf .

literature

Knut Reimers, Wilhelm Linkerhägner (ed.): Paths to the future . New construction and expansion lines of the DB. Hestra, Darmstadt 1987, ISBN 3-7771-0200-8 .
Joachim Seyferth: The new lines of the German Federal Railroad: Mannheim – Stuttgart, Hanover – Würzburg (= rail . Book 1). Josey-Verlag, Wiesbaden 1983, ISBN 3-926669-00-4 .
Ernst Rudolph: Railway on new paths: Hanover – Würzburg; Mannheim – Stuttgart . Hestra-Verlag, Darmstadt 1989, ISBN 3-7771-0216-4 .
On new tracks through Spessart and Rhön . In: Gerd Lottes (Ed.): Nature and technology . tape 6 . Hans Christian's printing works, Hamburg (without year around 1992).

Web links

Commons : High-speed route Hanover – Würzburg - collection of images, videos and audio files

Course and permissible speeds of the route on the OpenRailwayMap
High-speed line from Hanover to Würzburg. In: Structurae
Pictures of (almost) all tunnel portals as well as route pictures from the train driver's point of view

Individual evidence

↑ ^a ^b ^c Project Group Corridor Investigations in the BMV (Ed.): Investigation into traffic route investments in selected corridors in the Federal Republic of Germany: Report of the project group "Corridor investigations" in the Federal Ministry of Transport . Verlag Neue Presse, Coburg 1974, ( series of publications by the Federal Minister of Transport , issue 47), p. 11, 30 f.

↑ ^a ^b ^c ^d ^e ^f ^g German Bundestag (ed.): Answer of the Federal Government to a small question from the MP Dr. Klaus-Dieter Feige and the BÜNDNIS 90 / DIE GRÜNEN group: Economic efficiency of the "ICE new routes" - printed matter 12/8381 . (PDF; 262 KiB) Printed matter 12/8476 of September 12, 1994

↑ General overhaul for high-speed routes: Beginning in the Hanover – Göttingen section. In: deutschebahn.com. Deutsche Bahn, May 22, 2019, accessed on May 22, 2019 .

^ Rehabilitation of the high-speed line between Hanover and Göttingen. (PDF) DB Kommunikation, May 22, 2019, p. 2 , accessed on May 22, 2019 .

↑ ^a ^b ^c ^d ^e Bahnbauzentrale der Deutschen Bundesbahn (Ed.): New construction and upgrading lines of the Deutsche Bundesbahn: Questions & Answers, Figures & Data, Arguments & Views . Brochure (44 pages A4) dated December 1983, Frankfurt am Main, 1983, pp. 15, 25, 27.

↑ Heinz Dürr , Knut Reimers (Ed.): High-speed traffic . 1st edition. Hestra-Verlag, 1991, ISBN 3-7771-0234-2 ( Yearbook of the Railways , Volume 42), p. 129.

↑ ^a ^b ^c ^d Deutsche Bundesbahn, project group Hanover – Würzburg North of the Federal Railway Directorate Hanover: The new Hanover – Würzburg line. The Hanover – Northeim section . Brochure (43 pages) from 1984, pp. 4, 6, 29

↑ Bundesbahn (1984), p. 38 f.

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Helmut Weber, Walter Engels, Helmut Maak: The new Hanover – Würzburg line. In: Railway technical review . 28, No. 10, 1979, pp. 725-734.

^ ^A ^b Rüdiger Block: ICE racetrack: the new lines. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
↑ 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, pp. 10, 22.
↑ Deutsche Bahn AG: Track pricing software 2008 with data from December 9, 2007: Track length of 89.961 kilometers from Kassel-Wilhelmshöhe to Fulda , including only electrified routes, only route 1733 (new line)

↑ Without a source

↑ 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, page 20.

↑ ^a ^b ^c ^d ^e 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.

^ ^A ^b ^c Heinz Delvendahl: Planning and execution of new lines. Problems and ways of solving them. In: Deutsche Bundesbahn (Ed.): DB Report 74 . Hestra-Verlag, Darmstadt 1974, ISBN 3-7771-0134-6 , pp. 65-70.

^ Joachim Seyferth: The new lines of the German Federal Railroad . Josey-Verlag, Wiesbaden 1983, ISBN 3-926669-00-4 , p. 9.

↑ ^a ^b ^c ^d ^e Nothing works without a tunnel . In: Der Spiegel . No. 52 , 1979, pp. 53-60 ( online ).

↑ Helmut Maak: The second technical challenge. In: Gerd Lottes (Ed.): On new rails through Spessart and Rhön . Hans-Christians Druckerei, Hamburg, 1992, without ISBN, ( Nature and Technology , Volume 6) pp. 27–32.

^ Deutsche Bundesbahn, Bahnbauzentrale (ed.): New Hanover – Würzburg line. The way to the future. , Brochure (36 p., A4), Frankfurt am Main, 1981, p. 10

↑ ^a ^b ^c ^d ^e Günther Ellwanger: TGV system Paris – southeast not transferrable to German conditions In: Die Bundesbahn . Vol. 58, No. 10, 1982, pp. 755-758.

↑ ^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, pp. 26-28

^ ^A ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Walter Engels, Peter Nußberger, Helmut Weber: Planning and implementation of the new Hanover – Würzburg line. 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. 97-104

↑ ^a ^b ^c ^d Hartmut Wesemüller: Planning system and planning process for the planning of new traffic lines, shown using the example of the new Hanover - Würzburg line of the Deutsche Bundesbahn. In: New Archive for Lower Saxony , ZDB -ID 483-2 , Volume 31, Issue 3, September 1982, pp. 245-269.

↑ ^a ^b ^c Paul Werner: Expansion and addition of the route network of the German Federal Railroad. In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 16-20

↑ ^a ^b ^c ^d Heinz Delvendahl: The supplementary routes Cologne - Groß-Gerau and Hanover - Gemünden after the expansion program: Basics of the route and route. In: The Federal Railroad . Volume 45 (1971), Issue 7, pp. 325-330.

^ Eduard Sitzmann: Operation on new routes. In: The Federal Railroad . Volume 45 (1971), Issue 7, pp. 331–338.

↑ Where to build . In: Der Spiegel . No. 9 , 1973, p. 33 f . ( online ).

↑ ^a ^b ^c Hörstel / Niedt (1991): ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden, 1991, pp. 14-19, ISBN 3-280-01994-X .

^ H. Weber: The new Hanover – Würzburg line. In: Bundesbahndirektion Hannover (Ed.): 1843 - 1983: 140 years of the Hannover Railway Directorate . Hannover, circa 1983, pp. 95-97.

^ Paul Werner: The tasks of the planning department within the ZTL. In: The Federal Railroad . Volume 45 (1971), issue 19/20, pp. 987–994.

↑ ^a ^b ^c ^d ^e ^f 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.
↑ ^a ^b ^c ^d Heinz Bubel: The technical design of the new lines of the German Federal Railroad. In: Der Eisenbahningenieur , 28 (1977), Issue 1, pp. 11-18
^ ^A ^b Helmut Maak : The draft of the new Hanover - Würzburg line, section of the Hessian / Bavarian border - Würzburg. In: The Federal Railroad . Volume 53 (1977), Issue 12, pp. 883-893.
↑ ^a ^b ^c ^d ^e ^f ^g Wolfgang Henn, Eberhard Jänsch: High-speed traffic in Germany - an interim balance . In: Wolfram O. Martinsen, Theo Rahn (Hrsg.): ICE - train of the future . Hestra-Verlag, Darmstadt 1997, pp. 90-99.

↑ ^a ^b ^c Peter Münchschwander (Ed.): The high-speed system of the Deutsche Bundesbahn . ( Taschenbuch Verkehrswirtschaft , Schienenschellverkehr 3 ), R. v. Decker's Verlag, G. Schenk, Heidelberg 1990, p. 26

↑ ^a ^b ^c ^d ^e Peter Münchschwander (Ed.): The high-speed system of the German Federal Railroad. R. v. Decker's Verlag G. Schenk, Heidelberg 1990, ISBN 3-7685-3089-2 , pp. 74-76.

↑ ^a ^b Highest Railway? In: nature . No. 6, 1983, pp. 18-27

↑ Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group H / W South of the Bahnbauzentrale (publisher): New Hanover – Würzburg line. The Landrückentunnel. Driving, expansion, equipment and costs . Nuremberg, December 1984, p. 32 f.

↑ ^a ^b Wilhelm Linkerhägner: New and expanded lines of the German Federal Railroad. In: Jahrbuch des Eisenbahnwesens , 1977, pp. 78–85

↑ Eberhard Jänsch: The high-speed traffic of the German Federal Railroad - basis, technology, goals. In: Elektro Bahnen , Volume 88 (1990), Issue 7, pages 275-280

^ J. Westphal: Spatial planning and traffic - goals and conflicts, illustrated by two examples of modern rail traffic. In: Chair for the Institute for Transport, Railway Construction and Operation at the TU Hannover (Ed.): Modern rail transport in research and practice. Verlag, Hannover 1977, without ISBN ( Scientific papers. No. 10), pp. 149–166

^ Deutsche Bundesbahn, Hessen area, Federal Railway Directorate Frankfurt (M): New Hanover-Kassel-Würzburg line: Information 1 . Brochure, 12 pages, circa 1975, p. 10.

^ Michael Bergholter, Günter Klotz: New Kassel-Wilhelmshöhe station. In: Reimers / Linkerhägner (1987), pp. 159-164

^ Message in the tunnel to Kassel. In: nature . Issue 3, 1983, p. 8.

^ Günter Ellwanger: New and upgraded lines of the German Federal Railroad in the public eye. In: The Federal Railroad . Vol. 57, No. 10, 1981, pp. 769-775.

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Gunther Ellwanger: New lines and express trains 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.

↑ ^a ^b ^c Helmut Maak : The new federal railway line between Main and Spessart (southern section Hanover – Würzburg). In: International Transport . Volume 36 (1984), Issue 2 (March / April), pp. 126-132, ISSN 0020-9511 .

^ ^A ^b Helmut Maak: New Hanover – Würzburg line, start of construction in the southern section. In: The Federal Railroad . Vol. 57, No. 10, 1981, pp. 801-806.

↑ ^a ^b "Höchst Eisenbahn" for international connections. In: Fuldaer Zeitung , June 25, 1982.

^ Project group of the NBS Hanover of the Bahnbauzentrale (ed.): New line Hanover – Würzburg: The Northeim - Göttingen section , brochure, 44 A4 pages as of May 1988, p. 22.

^ ^A ^b Deutsche Bundesbahn, project group Hanover – Würzburg center of the Federal Railway Directorate Frankfurt (ed.): The new Hanover – Würzburg line. The Kassel – Fulda section , brochure (46 pages), as of October 1984, page 8.

↑ ^a ^b Deutsche Bundesbahn (Ed.): Implementation status in the southern section of the new Hanover - Würzburg line (status: January 1986) . Press release (three pages), no place, no year

↑ Jürgen Grübmeier, Roland Heinisch : Planning for the rail network of the future. In: Reiner Gohlke , Knut Reimers (ed.): Yearbook of the railway system . Hestra-Verlag, Darmstadt 1985, ISBN ( Yearbook of the Railway System. Volume 36), pp. 30–39.

↑ ^a ^b ^c instead of cinema . In: Der Spiegel . No. 53 , 1977, pp. 59 ( online ).

↑ Flight on rails . In: Der Spiegel . No. 40 , 1981, pp. 270, 272 ( online ).

↑ ^a ^b ^c At 250 km / h into a new age . In: Der Spiegel . No. 43 , 1984, pp. 69-85 ( online ).

↑ 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, page 30

↑ Christian Woelker: Federal Transport Infrastructure Plan '80: The rail is catching up. In: Wolfgang Vaerst , Peter Koch (Ed.): Yearbook of the Railway System, Vol. 31, Hestra-Verlag, Darmstadt 1980, ISSN 0075-2479 , ISBN 3-7771-0160-5 , pp. 30-36

↑ Federal Transport Infrastructure Plan 1980 with higher rail investments. In: Die Bundesbahn , issue 12/1979, pp. 859–862.

^ Deutsche Bundesbahn, Bahnbauzentrale (ed.): New Hanover – Würzburg line. The way to the future. , Brochure (36 p., A4), Frankfurt am Main, 1981, p. 24

^ ^A ^b DB, project group Hanover – Würzburg [North] (ed.): New Hanover-Würzburg line: Kreiensen, Orxhausen, Bentierorde, Billerbeck . Twelve-page fanfold dated July 1, 1984.

↑ ^a ^b ^c ^d ^e ^f ^g ^h Lothar Friedrich, Albert Bindinger: The components of the route for the ICE system in the test. In: Eisenbahntechnische Rundschau , 1992, issue 6, pp. 391–396.

↑ Horst Keuert: Planning and construction of new lines. In: Deine Bahn , issue 5/1982, pp. 284–288.

^ ^A ^b ^c Deutsche Bundesbahn / Deutsche Reichsbahn (ed.): More than 60 trains in three hours. In: Die Bahn informs , "Reprint June '93", p. 12.

↑ Ekkehard Lay, Peter Ablinger: Solid track Cologne-Rhein / Main - a correct decision . In: The Railway Engineer . December 2002, p. 32 .

↑ Dr.-Ing. Weigand: Guidelines for the routing of new lines . In: The Federal Railroad . tape 51 , no. 3 , March 1975, ISSN 0007-5876 , pp. 193 .

↑ Presentation of the press conference ProNetz - program for the network of tomorrow , Deutsche Bahn AG of March 2, 2007, page 2: 455.6 kilometers in 800 tunnels; As of December 31, 2005

^ Deutsche Bundesbahn, Bahnbauzentrale (ed.): New Hanover – Würzburg line. The way to the future. , Brochure (36 p., A4), Frankfurt am Main, 1981, p. 23

^ First pile-driving for the new Hanover - Gemünden line. In: The Federal Railroad . No. 9, 1973, pp. 581-584.

↑ Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group H / W South of the Bahnbauzentrale (ed.): Start of construction on the southern section of the new Hanover - Würzburg line in Gemünden am Main. May 22, 1981 . Press release, May 1981

↑ ^a ^b Horst Weigelt: Project history of the Nuremberg – Ingolstadt – Munich rapid transit axis (p. 14 ff.) In: Nuremberg – Ingolstadt – Munich rapid transit axis - New infrastructure with cutting-edge technology . Eurailpress, Hamburg 2006, ISBN 3-7771-0350-0 .

↑ Of great importance for Franconia. In: Aschaffenburger Volksblatt , September 30, 1982

^ Alfred Kunz GmbH & Co. (Ed.): 1982 . Munich, approx. 100 A4 pages, 1982, pp. 4–5.

↑ ^a ^b ^c ^d Eisenbahn-Journal Extra 1/2007, "The DB in the 80s", p. 28; ISBN 978-3-89610-172-3 .

^ Announcement of new line tunnels in Lower Saxony. In: Railway technical review . 32, No. 12, 1983, p. 854 f.

↑ Message 12th tunnel of the new DB lines posted. In: Railway technical review . 32, No. 6, 1983, p. 370.

↑ 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, page 42.

^ Announcement of the first mast for a new line. In: Deine Bahn , Heft 4, 1983, p. 199.

↑ ^a ^b Deutsche Bundesbahn, project group H / W Mitte (ed.): Brief information No. 4/84 . Frankfurt, October 5, 1984, 2 A4 pages.

↑ Dirk von Harlem, Ulrich Huckfeldt: To the north, then always straight ahead. In: Railway courier . Issue 9/1988, p. 30 f.

↑ Annual review 1988 - new and upgraded routes. In: The Federal Railroad . 1/1989, p. 58.

↑ ^a ^b Report NBS Hanover – Würzburg. In: The Federal Railroad . No. 12, 1989, p. 1113 f.

↑ ^a ^b closing the gap. In: Die Bahn informs , ZDB -ID 2003143-9 , issue 5/1989, p. 15.

↑ The high-speed age is approaching. In: Die Bahn informs , ZDB -ID 2003143-9 , issue 1/1989, pp. 4-8.

↑ ^a ^b ^c ^d Konrad-H. Naue, Bringfried Belter: Final spurt for the new Hanover – Würzburg and Mannheim – Stuttgart lines. In: The Federal Railroad . Year 1990, issue 10, pp. 937-940.

↑ 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, page 21 f.

^ New section of the H / W south crossing point Hohe Wart - Rohrbach train station - Burgsinn train station. In: Official Journal of the Federal Railway Directorate Nuremberg , year 1986, no. 41, June 20, 1986, p. 265

↑ ^a ^b ^c Matthias Maier, Rüdiger Block: ICE. InterCity Experimental. InterCity Express. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 58-67.
↑ ^a ^b Hörstel / Niedt (1991), pp. 88-94
↑ New section of the Fulda train station - km 237.800 - to Würzburg train station - km 326.340 - including the Mottgers, Burgsinn train station and Rohrbach stations. In: Official Journal of the Federal Railway Directorate Nuremberg , year 1987, No. 72, December 30, 1987, p. 541
↑ ^a ^b ^c New section Fulda - Würzburg completed. In: Eisenbahn-Journal . Issue 06/1988, pp. 4–10.
↑ ^a ^b ^c ^d ^e After a year. One year of planned operation on the new Würzburg - Fulda line. In: Eisenbahn-Journal . 15, No. 8, 1989, pp. 14-16.
↑ ^a ^b ^c ^d ^e ^f K. G. Baur: Fulda – Würzburg and back. In: Railway courier . No. 205, October 1989, pp. 32–37 (source does not cover the exception of Licherode and the exception of transfer points with fewer than four points).
^ Annual review 1988. In: Die Bundesbahn . 1/1989, p. 64 f.
^ Announcement of the new line: At 180 km / h through the tunnel. In: Railway courier . No. 199, 4, 1989, p. 9.
↑ Notification of fast traffic still problematic. In: Railway courier . Issue 10/1988, p. 44.
↑ Peter Deeg: 20-60610 Supplement to the statement on the aerodynamics of the STUTTGART-BRUCHSAL high-speed section, the new WENDLINGE-Ulm line and the new Stuttgart main station. (PDF) DB Systemtechnik , June 30, 2020, p. 10 (PDF) , accessed on August 2, 2020 .
↑ ^a ^b Deutsche Bundesbahn, Bundesbahndirektion Nürnberg, Press and Public Relations (Ed.): Only those who know the route are allowed to drive trains - 750 train drivers of the Bundesbahn familiarize themselves with the new Würzburg - Fulda line . Press release from May 4, 1988
^ ^A ^b Hans-Joachim Gnest, Peter Leiste: New Hanover – Würzburg line: Commissioning between Nörten-Hardenberg and Göttingen. In: The Federal Railroad . Year 1990, issue 10, pp. 941–944.
↑ Walter Greeting: Long tunnels, fast trains - is safety neglected? In: The Federal Railroad . Vol. 64, No. 7, 1986, pp. 491-494.
^ Deutsche Bundesbahn, project group Hannover – Würzburg [North] (Ed.): New line Hannover – Würzburg: Bovenden . Folded map (12 pages, A6), Hanover, circa 1979
↑ Eberhard Happe: Zug-Zwang. The future of rail passenger transport - Part 1. In: Railway courier . 8, No. 215, 1990, pp. 34-37.
↑ 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. 5
↑ Bahn makes front against the tunnel. In: Main-Post Würzburg, March 10, 1979, No. 58, p. 10
↑ The new line has to go into the first "white-blue tunnel" near Obersinn. In: Main-Echo Gemünden , April 17, 1982
↑ Transport + Environment Advisory Group: Update of the benefit and cost components of the new railway lines under construction . Freiburg im Breisgau, August 1983, p. 4
↑ ^a ^b Report on cost reduction on the new lines of the Deutsche Bundesbahn. In: Railway technical review . 33, No. 12, 1984, p. 878.
↑ Rough embankments and wild herbs should create a natural picture. In: Gemündener Tagblatt , July 27, 1985.
^ DB project group Hanover – Würzburg [North] (ed.): Giesen, Nordstemmen, Hildesheim . Hanover October 1st 1986.
↑ The final triumph. In: Murray Hughes: The High Speed Story. alba-Verlag, Düsseldorf 1994, ISBN 3-87094-151-0 , p. 217.
↑ New year: C-Netz switched off. Message from heise-online from January 1st, 2001
↑ Report measurement runs in the ICE. In: Railway technical review . 42, No. 5, 1993, p. 343
↑ »Eurotrain« drives 316 km / h. In: Railway courier . June 1998, p. 6 f.
↑ Talgo 350 reaches 300 km / h. In: Eisenbahn-Revue International . Issue 1/2001, p. 22 f.
↑ Arno Stoffels: The tough fight for the customers' favor . In: Nürnberger Nachrichten . April 21, 2016, p. 6 .
↑ Construction work on the high-speed line between Hanover and Kassel will start tomorrow. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, April 22, 2016, archived from the original on May 13, 2016 ; Retrieved June 17, 2016 . 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. @1@ 2
↑ Germany-Hanover: Technical planning services for traffic systems. Document 2016 / S 089-156801. In: Supplement to the Electronic Official Journal of the European Union . May 7, 2016, Retrieved May 7, 2016 .
↑ Federal Railway Office (Ed.): Planning approval according to § 18 AEG i. V. m. Section 74 (6) VwVfG for the project to dismantle the Gifts and Sudheim transfer points, the 117 and 118 points in Escherde station and the 301, 302, 325 and 326 points in the Almstedt station km 17,900–82,400 “high-speed line 1733 Hanover-Würzburg . Hanover December 30, 2015 ( Online PDF; 115 KiB). Online ( Memento of the original from February 6, 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. @1@ 2
↑ Approval planned for this fall . In: DB World . No. 6 , 2016, p. 7 .
^ ^A ^b ^c Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden 1991, pp. 105-107, ISBN 3-280-01994-X .
↑ Announcement world record for three-phase current locomotive. In: Deutsche Bahn . No. 9/10, 1993, p. 723
↑ Erich Preuss : Railway accidents at the Deutsche Bahn . transpress Verlag, Stuttgart 2004, ISBN 3-613-71229-6 , p. 107
↑ Not enough emergency exits and hydrants. In: Frankfurter Rundschau . No. 274, 2003, November 24, 2000, p. 36.
↑ Emergency exits are too expensive for the railway. In: Frankfurter Rundschau . No. 101, 2003, May 2, 2003, p. 26.
↑ Report Again freight train accident on high-speed line. In: Eisenbahn-Revue International . Issue 6, 1999, p. 227
↑ Report another accident on the high-speed route. In: Eisenbahn-Revue International . Issue 7/8, year 1999, p. 285
^ Deutsche Bahn AG: ICE accident near Fulda . Press release from April 26, 2008
↑ Federal Police Directorate Koblenz: ICE derailed after colliding with a herd of sheep ( memento from June 5, 2009 in the Internet Archive ). Press release of April 27, 2008
↑ Line closure after ICE accident near Fulda . Press release of April 27, 2008
↑ ^a ^b ^c Deutsche Bahn: Major construction sites in 2019 at Deutsche Bahn . In: DB Inside Bahn . October 15, 2018 ( online [accessed October 21, 2018]).
↑ News in brief . In: Bahn-Report . No. January 18 , 2020, ISSN 0178-4528 , p. 45 .

↑ Preferred variant for the new Gelnhausen - Fulda line has been determined . In: Eisenbahn-Revue International . No. 10 , October 2018, ISSN 1421-2811 , p. 544 .

↑ Target timetable Germany-Takt: First expert draft long-distance traffic. (PDF) SMA und Partner , October 9, 2018, accessed on October 21, 2018 .

↑ Destination timetable Germany-Takt. (PDF) Second expert draft for long-distance transport. SMA und Partner AG , May 7, 2019, accessed on June 19, 2019 .

↑ ^a ^b German Bundestag: Answer of the Federal Government to a small question (...): Saving possibilities through new routing of railways for high-speed traffic taking into account the tilting train technology. (PDF; 335 KiB) Printed matter 13/2130 from August 10, 1995

↑ ^a ^b ^c Mixed traffic on high speed lines in Germany . (PDF; 1.6 MiB) Lecture documents for the lecture by Wolfgang Weigand, DB Netz AG, on March 18, 2008 at the UIC Highspeed Congress

↑ Fact sheet on the Hanover – Würzburg line: Complete renovation after almost 30 years of high-speed traffic. Deutsche Bahn AG, October 1, 2018, accessed on October 8, 2018 .

↑ ^a ^b DB Netz AG: Rail Network Conditions of Use ( Memento of the original from December 20, 2015 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF) @1@ 2

↑ ^a ^b Eberhard Jänsch: Mixed traffic on new lines . In: Railway technical review . No. 6 , 2015, p. 28-32 .

↑ ^a ^b Klaus-Dieter Schwendener: Part renewal 97080 WRSTW SFS 1733 in the RB Süd G016180176. (PDF) DB Netz AG, July 25, 2019, p. 7 , retrieved on December 10, 2019 (file Annex 15 BAst_Teilernneu Stw 1733.pdf in ZIP archive 19FEI40778_Vergabeunterlagen_Zwischenstand.zip ).

↑ German Bundestag: The Federal Government's response to the minor question from MPs Dr. Anton Hofreiter, Bettina Herlitzius, Winfried Hermann, other MPs and the Alliance 90 / THE GREENS parliamentary group . (PDF; 74 KiB) Printed matter 16/13787 of July 14, 2009

↑ Report freight trains on the high-speed line. In: Eisenbahn-Revue International . Issue 8-9 / 2001, p. 375.

^ ^A ^b ^c Eberhard Jänsch: Ten years of high-speed traffic in Germany. In: Eisenbahntechnische Rundschau , issue 6/2001, pp. 311–322.

↑ ^a ^b "Roll-in" for the first freight car for 160 km / h. In: The Federal Railroad . Issue 12/1990, p. 1281.

^ ^A ^b Willi Dorn, Heinrich Wehrmeyer: Parcel InterCity . In: Railway technical review . tape 50 , no. 7/8 , 2001, p. 463-467 .

↑ Ronald Hartkopf: Problems of mixed traffic on new lines . In: The Federal Railroad . No. November 11 , 1989, ISSN 0007-5876 , pp. 981-984 .

↑ Message ICE 1 and 2 with 280 km / h. In: Eisenbahn-Revue International . Issue 1/2010, p. 2.

↑ Exclusion of the simultaneous use of tunnels by passenger and freight trains. In: DB Systemtechnik (Ed.): Activity report 2007 . P. 21.

↑ ^a ^b ^c ^d Eberhard Kieffer, Reinhard Koren: Better utilization of tunnel-rich high-speed routes. In: Deine Bahn , 12/2010, ISSN 0948-7263 , pp. 43-47 ( PDF file ).

↑ ^a ^b Deutsche Bahn AG (publisher): DB Systemtechnik performance report 2009/2010 (PDF; 1.5 MiB), brochure as of January 2011, p. 19.

↑ ^a ^b ^c Mixing is possible. In: DB Welt , March 2010 edition, p. 15.

↑ ^a ^b Plan to increase the rail capacity (PEK) for the Hailer-Meerholz - Fulda rail line (route 3600), which has been declared overloaded. (PDF) DB Netz, May 24, 2018, pp. 17, 22 , accessed on June 24, 2018 .

^ Wilhelm Schmaus, Karl Gasche: Railway bridges on the new lines of the German Federal Railroad - planning specifications, systems, requirements. In: Bautechnik , year 61 (1984), issue 1, p. 3

^ ^A ^b Karl-Heinz Suwe: Driver's cab signaling with the LZB. In: Eisenbahntechnische Rundschau , Volume 38 (1989), Issue 7/8, pp. 445–451

↑ Germany-Frankfurt am Main: Services of architecture and engineering offices as well as planning-related services. Document 2019 / S 220-540885. In: Supplement to the Electronic Official Journal of the European Union . November 14, 2019, accessed December 10, 2019 .

^ ^A ^b ^c Friedrich Kießling: Electrical engineering on the new routes. In: Gerd Lottes (Ed.): On new rails through Spessart and Rhön . Hans-Christians Druckerei, Hamburg, 1992, without ISBN, ( Nature and Technology , Volume 6) pp. 95–102.

↑ Münchschwander (1990), p. 86

↑ Wolfgang Böttcher, Jürgen Krüger: Track and switch construction in the northern section of the new Hanover – Würzburg line (H / W). In: The Federal Railroad . Volume 65 (1969), Issue 7, pp. 607-612.

↑ Wolfgang Harprecht, Friedrich Kießling, Reinhard Seifert: "406.9 km / h" - world record on the rails - energy transmission during the record run of the ICE of the DB. In: Electric Railways . 86th year, issue 9/1988, p. 270

↑ Deutsche Bundesbahn, project group Hannover – Würzburg center of the Federal Railway Directorate Frankfurt (ed.): The new line Hannover – Würzburg. The Kassel – Fulda section , brochure, as of October 1984, p. 16.

↑ Message The ICE as a test train. In: Deutsche Bahn . No. 4, 1993, p. 343

↑ Notification of construction site lighting for catenary work in the NBS tunnel. In: Railway technical review . 34, No. 7/8, 1985, p. 611.

↑ Electrical operation at Deutsche Bahn in 2001. In: Elektro Bahnen . Issue 1–2 / 2001, p. 17.

↑ Message "Tunnel radio system 91" fully operational. In: Deutsche Bahn. No. 6, 1993, p. 491 f.

↑ Report tunnel radio continuously in operation. In: Railway technical review. 42, No. 7/8, 1993, p. 429

↑ Alexander von Wilcken, Walter Fleischer, Hagen Lieschke: Production of slab track Rheda type Walter-Heilit with two-block sleeper, on the Cologne – Rhein / Main line. In: Railway technical review . 51, No. 4, 2002, pp. 172-182.

↑ Message elastic ballast consolidation with plastic in the tunnel of the Schnell-Fahr-Linien (SFS) of the DB. In: Railway technical review . 42, No. 5, 1993, p. 361

^ ^A ^b ^c Dieter Metz: Experience in the field of tunnel safety on German high-speed routes. In: Personal safety when operating long railway tunnels . Documents for a specialist conference at the ETH Zurich , October 17, 1997, pp. 73–80

↑ Brochure Fire and Disaster Control in Railway Tunnels . (PDF; 2.1 MiB) Deutsche Bahn AG, emergency management, from February 2002, p. 29 ff.

↑ German Bundestag (ed.): Answer of the federal government to the small question of the deputies Hartfrid Wolff (Rems-Murr), Jens Ackermann, Christian Ahrendt, other deputies and the parliamentary group of the FDP - printed matter 16/11791 . (PDF; 130 KiB) Printed matter 16/12237 of March 12, 2009

This version was added to the list of articles worth reading on July 12, 2008 .

[bmv-1974-11-1] Project Group Corridor Investigations in the BMV (Ed.): Investigation into traffic route investments in selected corridors in the Federal Republic of Germany: Report of the project group "Corridor investigations" in the Federal Ministry of Transport . Verlag Neue Presse, Coburg 1974, ( series of publications by the Federal Minister of Transport , issue 47), p. 11, 30 f.

[bt-12-8476-2] ↑ ^a ^b ^c ^d ^e ^f ^g German Bundestag (ed.): Answer of the Federal Government to a small question from the MP Dr. Klaus-Dieter Feige and the BÜNDNIS 90 / DIE GRÜNEN group: Economic efficiency of the "ICE new routes" - printed matter 12/8381 . (PDF; 262 KiB) Printed matter 12/8476 of September 12, 1994

[db-2019-05-22a-3] General overhaul for high-speed routes: Beginning in the Hanover – Göttingen section. In: deutschebahn.com. Deutsche Bahn, May 22, 2019, accessed on May 22, 2019 .

[db-2019-05-22b-4] Rehabilitation of the high-speed line between Hanover and Göttingen. (PDF) DB Kommunikation, May 22, 2019, p. 2 , accessed on May 22, 2019 .

[db-1983-15-5] Bahnbauzentrale der Deutschen Bundesbahn (Ed.): New construction and upgrading lines of the Deutsche Bundesbahn: Questions & Answers, Figures & Data, Arguments & Views . Brochure (44 pages A4) dated December 1983, Frankfurt am Main, 1983, pp. 15, 25, 27.

[duerr-reimers-1991-129-6] Heinz Dürr , Knut Reimers (Ed.): High-speed traffic . 1st edition. Hestra-Verlag, 1991, ISBN 3-7771-0234-2 ( Yearbook of the Railways , Volume 42), p. 129.

[bundesbahn-1984-4-7] Deutsche Bundesbahn, project group Hanover – Würzburg North of the Federal Railway Directorate Hanover: The new Hanover – Würzburg line. The Hanover – Northeim section . Brochure (43 pages) from 1984, pp. 4, 6, 29

[bundesbahn-1984-39-8] Bundesbahn (1984), p. 38 f.

[etr-10-725-9] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Helmut Weber, Walter Engels, Helmut Maak: The new Hanover – Würzburg line. In: Railway technical review . 28, No. 10, 1979, pp. 725-734.

[eks-21-36-10] A ^b Rüdiger Block: ICE racetrack: the new lines. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.

[db-1984-10-11] 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, pp. 10, 22.

[tpis-2008-kassel-fulda-12] Deutsche Bahn AG: Track pricing software 2008 with data from December 9, 2007: Track length of 89.961 kilometers from Kassel-Wilhelmshöhe to Fulda , including only electrified routes, only route 1733 (new line)

[13] Without a source

[db-1984-20-14] 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, page 20.

[merker-1991-57-15] 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.

[db-report-74-65-16] A ^b ^c Heinz Delvendahl: Planning and execution of new lines. Problems and ways of solving them. In: Deutsche Bundesbahn (Ed.): DB Report 74 . Hestra-Verlag, Darmstadt 1974, ISBN 3-7771-0134-6 , pp. 65-70.

[seyferth-1983-9-17] Joachim Seyferth: The new lines of the German Federal Railroad . Josey-Verlag, Wiesbaden 1983, ISBN 3-926669-00-4 , p. 9.

[spiegel-1979-52-53-18] Nothing works without a tunnel . In: Der Spiegel . No. 52 , 1979, pp. 53-60 ( online ).

[maak-1986-27-19] Helmut Maak: The second technical challenge. In: Gerd Lottes (Ed.): On new rails through Spessart and Rhön . Hans-Christians Druckerei, Hamburg, 1992, without ISBN, ( Nature and Technology , Volume 6) pp. 27–32.

[db-1981-10-20] Deutsche Bundesbahn, Bahnbauzentrale (ed.): New Hanover – Würzburg line. The way to the future. , Brochure (36 p., A4), Frankfurt am Main, 1981, p. 10

[bundesbahn-1982-755-21] Günther Ellwanger: TGV system Paris – southeast not transferrable to German conditions In: Die Bundesbahn . Vol. 58, No. 10, 1982, pp. 755-758.

[bundesbahn-1983-26-22] 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, pp. 26-28

[widz-1987-97-23] A ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Walter Engels, Peter Nußberger, Helmut Weber: Planning and implementation of the new Hanover – Würzburg line. 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. 97-104

[wesemueller-1982-24] Hartmut Wesemüller: Planning system and planning process for the planning of new traffic lines, shown using the example of the new Hanover - Würzburg line of the Deutsche Bundesbahn. In: New Archive for Lower Saxony , ZDB -ID 483-2 , Volume 31, Issue 3, September 1982, pp. 245-269.

[etr-1971-16-25] Paul Werner: Expansion and addition of the route network of the German Federal Railroad. In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 16-20

[bundesbahn-45-325-26] Heinz Delvendahl: The supplementary routes Cologne - Groß-Gerau and Hanover - Gemünden after the expansion program: Basics of the route and route. In: The Federal Railroad . Volume 45 (1971), Issue 7, pp. 325-330.

[bundesbahn-45-331-27] Eduard Sitzmann: Operation on new routes. In: The Federal Railroad . Volume 45 (1971), Issue 7, pp. 331–338.

[spiegel-1973-9-33-28] Where to build . In: Der Spiegel . No. 9 , 1973, p. 33 f . ( online ).

[hoerstel-niedt-14-29] Hörstel / Niedt (1991): ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden, 1991, pp. 14-19, ISBN 3-280-01994-X .

[bd-hannover-1983-30] H. Weber: The new Hanover – Würzburg line. In: Bundesbahndirektion Hannover (Ed.): 1843 - 1983: 140 years of the Hannover Railway Directorate . Hannover, circa 1983, pp. 95-97.

[bundesbahn-45-987-31] Paul Werner: The tasks of the planning department within the ZTL. In: The Federal Railroad . Volume 45 (1971), issue 19/20, pp. 987–994.

[eks-21-30-32] ↑ ^a ^b ^c ^d ^e ^f 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.

[ei-28-11-33] Heinz Bubel: The technical design of the new lines of the German Federal Railroad. In: Der Eisenbahningenieur , 28 (1977), Issue 1, pp. 11-18

[bundesbahn-53-883-34] A ^b Helmut Maak : The draft of the new Hanover - Würzburg line, section of the Hessian / Bavarian border - Würzburg. In: The Federal Railroad . Volume 53 (1977), Issue 12, pp. 883-893.

[zdzkft-3-90-35] ↑ ^a ^b ^c ^d ^e ^f ^g Wolfgang Henn, Eberhard Jänsch: High-speed traffic in Germany - an interim balance . In: Wolfram O. Martinsen, Theo Rahn (Hrsg.): ICE - train of the future . Hestra-Verlag, Darmstadt 1997, pp. 90-99.

[münchschwander-1990-26-36] Peter Münchschwander (Ed.): The high-speed system of the Deutsche Bundesbahn . ( Taschenbuch Verkehrswirtschaft , Schienenschellverkehr 3 ), R. v. Decker's Verlag, G. Schenk, Heidelberg 1990, p. 26

[hgv-db-1990-74-37] Peter Münchschwander (Ed.): The high-speed system of the German Federal Railroad. R. v. Decker's Verlag G. Schenk, Heidelberg 1990, ISBN 3-7685-3089-2 , pp. 74-76.

[natur-1983-6-18-38] Highest Railway? In: nature . No. 6, 1983, pp. 18-27

[bundesbahn-1984-39] Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group H / W South of the Bahnbauzentrale (publisher): New Hanover – Würzburg line. The Landrückentunnel. Driving, expansion, equipment and costs . Nuremberg, December 1984, p. 32 f.

[jew-1977-78-40] Wilhelm Linkerhägner: New and expanded lines of the German Federal Railroad. In: Jahrbuch des Eisenbahnwesens , 1977, pp. 78–85

[Jaensch1900-41] Eberhard Jänsch: The high-speed traffic of the German Federal Railroad - basis, technology, goals. In: Elektro Bahnen , Volume 88 (1990), Issue 7, pages 275-280

[westphal-1977-42] J. Westphal: Spatial planning and traffic - goals and conflicts, illustrated by two examples of modern rail traffic. In: Chair for the Institute for Transport, Railway Construction and Operation at the TU Hannover (Ed.): Modern rail transport in research and practice. Verlag, Hannover 1977, without ISBN ( Scientific papers. No. 10), pp. 149–166

[db-1975-10-43] Deutsche Bundesbahn, Hessen area, Federal Railway Directorate Frankfurt (M): New Hanover-Kassel-Würzburg line: Information 1 . Brochure, 12 pages, circa 1975, p. 10.

[widz-1987-159-44] Michael Bergholter, Günter Klotz: New Kassel-Wilhelmshöhe station. In: Reimers / Linkerhägner (1987), pp. 159-164

[natur-1983-3-8-45] Message in the tunnel to Kassel. In: nature . Issue 3, 1983, p. 8.

[bundesbahn-57-769-46] Günter Ellwanger: New and upgraded lines of the German Federal Railroad in the public eye. In: The Federal Railroad . Vol. 57, No. 10, 1981, pp. 769-775.

[widz-1987-245-47] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Gunther Ellwanger: New lines and express trains 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.

[ivv-36-126-48] Helmut Maak : The new federal railway line between Main and Spessart (southern section Hanover – Würzburg). In: International Transport . Volume 36 (1984), Issue 2 (March / April), pp. 126-132, ISSN 0020-9511 .

[bundesbahn-57-801-49] A ^b Helmut Maak: New Hanover – Würzburg line, start of construction in the southern section. In: The Federal Railroad . Vol. 57, No. 10, 1981, pp. 801-806.

[fz-1982-06-25-50] "Höchst Eisenbahn" for international connections. In: Fuldaer Zeitung , June 25, 1982.

[db-1988-22-51] Project group of the NBS Hanover of the Bahnbauzentrale (ed.): New line Hanover – Würzburg: The Northeim - Göttingen section , brochure, 44 A4 pages as of May 1988, p. 22.

[db-1984-8-52] A ^b Deutsche Bundesbahn, project group Hanover – Würzburg center of the Federal Railway Directorate Frankfurt (ed.): The new Hanover – Würzburg line. The Kassel – Fulda section , brochure (46 pages), as of October 1984, page 8.

[db-1986-01-53] Deutsche Bundesbahn (Ed.): Implementation status in the southern section of the new Hanover - Würzburg line (status: January 1986) . Press release (three pages), no place, no year

[jahrbuch-36-30-54] Jürgen Grübmeier, Roland Heinisch : Planning for the rail network of the future. In: Reiner Gohlke , Knut Reimers (ed.): Yearbook of the railway system . Hestra-Verlag, Darmstadt 1985, ISBN ( Yearbook of the Railway System. Volume 36), pp. 30–39.

[spiegel-1977-53-57-55] stead of cinema . In: Der Spiegel . No. 53 , 1977, pp. 59 ( online ).

[spiegel-1981-40-270-56] Flight on rails . In: Der Spiegel . No. 40 , 1981, pp. 270, 272 ( online ).

[spiegel-1984-04-69-57] At 250 km / h into a new age . In: Der Spiegel . No. 43 , 1984, pp. 69-85 ( online ).

[db-1984-30-58] 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, page 30

[jdew-1980-30-59] Christian Woelker: Federal Transport Infrastructure Plan '80: The rail is catching up. In: Wolfgang Vaerst , Peter Koch (Ed.): Yearbook of the Railway System, Vol. 31, Hestra-Verlag, Darmstadt 1980, ISSN 0075-2479 , ISBN 3-7771-0160-5 , pp. 30-36

[bundesbahn-1979-859-60] Federal Transport Infrastructure Plan 1980 with higher rail investments. In: Die Bundesbahn , issue 12/1979, pp. 859–862.

[db-1981-24-61] Deutsche Bundesbahn, Bahnbauzentrale (ed.): New Hanover – Würzburg line. The way to the future. , Brochure (36 p., A4), Frankfurt am Main, 1981, p. 24

[db-1984-07-62] A ^b DB, project group Hanover – Würzburg [North] (ed.): New Hanover-Würzburg line: Kreiensen, Orxhausen, Bentierorde, Billerbeck . Twelve-page fanfold dated July 1, 1984.

[etr-1992-6-63] ↑ ^a ^b ^c ^d ^e ^f ^g ^h Lothar Friedrich, Albert Bindinger: The components of the route for the ICE system in the test. In: Eisenbahntechnische Rundschau , 1992, issue 6, pp. 391–396.

[db-1982-284-64] Horst Keuert: Planning and construction of new lines. In: Deine Bahn , issue 5/1982, pp. 284–288.

[db-1993-6-12-65] A ^b ^c Deutsche Bundesbahn / Deutsche Reichsbahn (ed.): More than 60 trains in three hours. In: Die Bahn informs , "Reprint June '93", p. 12.

[ei-2002-12-66] Ekkehard Lay, Peter Ablinger: Solid track Cologne-Rhein / Main - a correct decision . In: The Railway Engineer . December 2002, p. 32 .

[bundesbahn-1975-193-67] Dr.-Ing. Weigand: Guidelines for the routing of new lines . In: The Federal Railroad . tape 51 , no. 3 , March 1975, ISSN 0007-5876 , pp. 193 .

[68] Presentation of the press conference ProNetz - program for the network of tomorrow , Deutsche Bahn AG of March 2, 2007, page 2: 455.6 kilometers in 800 tunnels; As of December 31, 2005

[db-1981-23-69] Deutsche Bundesbahn, Bahnbauzentrale (ed.): New Hanover – Würzburg line. The way to the future. , Brochure (36 p., A4), Frankfurt am Main, 1981, p. 23

[bundesbahn-1973-581-70] First pile-driving for the new Hanover - Gemünden line. In: The Federal Railroad . No. 9, 1973, pp. 581-584.

[db-1981-05-71] Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group H / W South of the Bahnbauzentrale (ed.): Start of construction on the southern section of the new Hanover - Würzburg line in Gemünden am Main. May 22, 1981 . Press release, May 1981

[weigelt-72] Horst Weigelt: Project history of the Nuremberg – Ingolstadt – Munich rapid transit axis (p. 14 ff.) In: Nuremberg – Ingolstadt – Munich rapid transit axis - New infrastructure with cutting-edge technology . Eurailpress, Hamburg 2006, ISBN 3-7771-0350-0 .

[av-1982-09-30-73] Of great importance for Franconia. In: Aschaffenburger Volksblatt , September 30, 1982

[kunz-1982-4-74] Alfred Kunz GmbH & Co. (Ed.): 1982 . Munich, approx. 100 A4 pages, 1982, pp. 4–5.

[ej1_2007-75] Eisenbahn-Journal Extra 1/2007, "The DB in the 80s", p. 28; ISBN 978-3-89610-172-3 .

[etr-1983-12-854-76] Announcement of new line tunnels in Lower Saxony. In: Railway technical review . 32, No. 12, 1983, p. 854 f.

[etr-1983-6-370-77] Message 12th tunnel of the new DB lines posted. In: Railway technical review . 32, No. 6, 1983, p. 370.

[db-1984-42-78] 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, page 42.

[db-1983-4-199-79] Announcement of the first mast for a new line. In: Deine Bahn , Heft 4, 1983, p. 199.

[db-1984-4-80] Deutsche Bundesbahn, project group H / W Mitte (ed.): Brief information No. 4/84 . Frankfurt, October 5, 1984, 2 A4 pages.

[ek-1988-09-30-81] Dirk von Harlem, Ulrich Huckfeldt: To the north, then always straight ahead. In: Railway courier . Issue 9/1988, p. 30 f.

[bundesbahn-1989-1-58-82] Annual review 1988 - new and upgraded routes. In: The Federal Railroad . 1/1989, p. 58.

[bundesbahn-1989-12-1113-83] Report NBS Hanover – Würzburg. In: The Federal Railroad . No. 12, 1989, p. 1113 f.

[db-1989-5-15-84] closing the gap. In: Die Bahn informs , ZDB -ID 2003143-9 , issue 5/1989, p. 15.

[db-1989-1-5-85] The high-speed age is approaching. In: Die Bahn informs , ZDB -ID 2003143-9 , issue 1/1989, pp. 4-8.

[bundesbahn-1990-10a-86] Konrad-H. Naue, Bringfried Belter: Final spurt for the new Hanover – Würzburg and Mannheim – Stuttgart lines. In: The Federal Railroad . Year 1990, issue 10, pp. 937-940.

[db-1984-21-87] 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, page 21 f.

[88] New section of the H / W south crossing point Hohe Wart - Rohrbach train station - Burgsinn train station. In: Official Journal of the Federal Railway Directorate Nuremberg , year 1986, no. 41, June 20, 1986, p. 265

[eks-21-58-89] Matthias Maier, Rüdiger Block: ICE. InterCity Experimental. InterCity Express. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 58-67.

[hoerstel-niedt-88-90] Hörstel / Niedt (1991), pp. 88-94

[91] New section of the Fulda train station - km 237.800 - to Würzburg train station - km 326.340 - including the Mottgers, Burgsinn train station and Rohrbach stations. In: Official Journal of the Federal Railway Directorate Nuremberg , year 1987, No. 72, December 30, 1987, p. 541

[ej-1988-06-4-92] New section Fulda - Würzburg completed. In: Eisenbahn-Journal . Issue 06/1988, pp. 4–10.

[ej-1989-8-14-93] After a year. One year of planned operation on the new Würzburg - Fulda line. In: Eisenbahn-Journal . 15, No. 8, 1989, pp. 14-16.

[ek-1989-10-32-94] ↑ ^a ^b ^c ^d ^e ^f K. G. Baur: Fulda – Würzburg and back. In: Railway courier . No. 205, October 1989, pp. 32–37 (source does not cover the exception of Licherode and the exception of transfer points with fewer than four points).

[bundesbahn-1989-1-64-95] Annual review 1988. In: Die Bundesbahn . 1/1989, p. 64 f.

[ek-1989-4-9-96] Announcement of the new line: At 180 km / h through the tunnel. In: Railway courier . No. 199, 4, 1989, p. 9.

[ek-1988-10-44-97] Notification of fast traffic still problematic. In: Railway courier . Issue 10/1988, p. 44.

[deeg-2020-06-30-98] Peter Deeg: 20-60610 Supplement to the statement on the aerodynamics of the STUTTGART-BRUCHSAL high-speed section, the new WENDLINGE-Ulm line and the new Stuttgart main station. (PDF) DB Systemtechnik , June 30, 2020, p. 10 (PDF) , accessed on August 2, 2020 .

[db-1988-05-04-99] Deutsche Bundesbahn, Bundesbahndirektion Nürnberg, Press and Public Relations (Ed.): Only those who know the route are allowed to drive trains - 750 train drivers of the Bundesbahn familiarize themselves with the new Würzburg - Fulda line . Press release from May 4, 1988

[bundesbahn-1990-10b-100] A ^b Hans-Joachim Gnest, Peter Leiste: New Hanover – Würzburg line: Commissioning between Nörten-Hardenberg and Göttingen. In: The Federal Railroad . Year 1990, issue 10, pp. 941–944.

[bundesbahn-1986-491-101] Walter Greeting: Long tunnels, fast trains - is safety neglected? In: The Federal Railroad . Vol. 64, No. 7, 1986, pp. 491-494.

[db-1979-102] Deutsche Bundesbahn, project group Hannover – Würzburg [North] (Ed.): New line Hannover – Würzburg: Bovenden . Folded map (12 pages, A6), Hanover, circa 1979

[ek-215-34-103] Eberhard Happe: Zug-Zwang. The future of rail passenger transport - Part 1. In: Railway courier . 8, No. 215, 1990, pp. 34-37.

[db-1984-5-104] 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. 5

[mp-1979-03-10-105] Bahn makes front against the tunnel. In: Main-Post Würzburg, March 10, 1979, No. 58, p. 10

[me-1982-04-17-106] The new line has to go into the first "white-blue tunnel" near Obersinn. In: Main-Echo Gemünden , April 17, 1982

[bvu-1983-107] Transport + Environment Advisory Group: Update of the benefit and cost components of the new railway lines under construction . Freiburg im Breisgau, August 1983, p. 4

[etr-1984-878-108] Report on cost reduction on the new lines of the Deutsche Bundesbahn. In: Railway technical review . 33, No. 12, 1984, p. 878.

[gt-1985-07-27-109] Rough embankments and wild herbs should create a natural picture. In: Gemündener Tagblatt , July 27, 1985.

[db-1986-10-01-110] DB project group Hanover – Würzburg [North] (ed.): Giesen, Nordstemmen, Hildesheim . Hanover October 1st 1986.

[hughes-1994-217-111] The final triumph. In: Murray Hughes: The High Speed Story. alba-Verlag, Düsseldorf 1994, ISBN 3-87094-151-0 , p. 217.

[112] New year: C-Netz switched off. Message from heise-online from January 1st, 2001

[etr-1993-5-343-113] Report measurement runs in the ICE. In: Railway technical review . 42, No. 5, 1993, p. 343

[ek-1998-6-114] »Eurotrain« drives 316 km / h. In: Railway courier . June 1998, p. 6 f.

[eri-2001-22-115] Talgo 350 reaches 300 km / h. In: Eisenbahn-Revue International . Issue 1/2001, p. 22 f.

[nn-2016-04-21-116] Arno Stoffels: The tough fight for the customers' favor . In: Nürnberger Nachrichten . April 21, 2016, p. 6 .

[db-2016-04-22-117] Construction work on the high-speed line between Hanover and Kassel will start tomorrow. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, April 22, 2016, archived from the original on May 13, 2016 ; Retrieved June 17, 2016 . 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. @1@ 2

[ted-2016-2016/S-089-156801-118] Germany-Hanover: Technical planning services for traffic systems. Document 2016 / S 089-156801. In: Supplement to the Electronic Official Journal of the European Union . May 7, 2016, Retrieved May 7, 2016 .

[eba-2015-12-30-119] Federal Railway Office (Ed.): Planning approval according to § 18 AEG i. V. m. Section 74 (6) VwVfG for the project to dismantle the Gifts and Sudheim transfer points, the 117 and 118 points in Escherde station and the 301, 302, 325 and 326 points in the Almstedt station km 17,900–82,400 “high-speed line 1733 Hanover-Würzburg . Hanover December 30, 2015 ( Online PDF; 115 KiB). Online ( Memento of the original from February 6, 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. @1@ 2

[dbwelt-2016-6-7-120] Approval planned for this fall . In: DB World . No. 6 , 2016, p. 7 .

[hoerstel-niedt-105-121] A ^b ^c Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden 1991, pp. 105-107, ISBN 3-280-01994-X .

[deutschebahn-1993-723-122] Announcement world record for three-phase current locomotive. In: Deutsche Bahn . No. 9/10, 1993, p. 723

[preuss-2004-107-123] Erich Preuss : Railway accidents at the Deutsche Bahn . transpress Verlag, Stuttgart 2004, ISBN 3-613-71229-6 , p. 107

[fr-2000-274-36-124] Not enough emergency exits and hydrants. In: Frankfurter Rundschau . No. 274, 2003, November 24, 2000, p. 36.

[fr-2003-101-02-125] Emergency exits are too expensive for the railway. In: Frankfurter Rundschau . No. 101, 2003, May 2, 2003, p. 26.

[eri-1999-6-227-126] Report Again freight train accident on high-speed line. In: Eisenbahn-Revue International . Issue 6, 1999, p. 227

[eri-1999-7-285-127] Report another accident on the high-speed route. In: Eisenbahn-Revue International . Issue 7/8, year 1999, p. 285

[db-2008-04-26-128] Deutsche Bahn AG: ICE accident near Fulda . Press release from April 26, 2008

[pm-koblenz-2008-04-27-129] Federal Police Directorate Koblenz: ICE derailed after colliding with a herd of sheep ( memento from June 5, 2009 in the Internet Archive ). Press release of April 27, 2008

[db-2008-04-27a-130] Line closure after ICE accident near Fulda . Press release of April 27, 2008

[:0-131] Deutsche Bahn: Major construction sites in 2019 at Deutsche Bahn . In: DB Inside Bahn . October 15, 2018 ( online [accessed October 21, 2018]).

[br-2020-1-45-132] News in brief . In: Bahn-Report . No. January 18 , 2020, ISSN 0178-4528 , p. 45 .

[eri-2018-544-133] Preferred variant for the new Gelnhausen - Fulda line has been determined . In: Eisenbahn-Revue International . No. 10 , October 2018, ISSN 1421-2811 , p. 544 .

[sma-2018-10-09-134] Target timetable Germany-Takt: First expert draft long-distance traffic. (PDF) SMA und Partner , October 9, 2018, accessed on October 21, 2018 .

[sma-2019-05-07-135] Destination timetable Germany-Takt. (PDF) Second expert draft for long-distance transport. SMA und Partner AG , May 7, 2019, accessed on June 19, 2019 .

[bundestag-136] German Bundestag: Answer of the Federal Government to a small question (...): Saving possibilities through new routing of railways for high-speed traffic taking into account the tilting train technology. (PDF; 335 KiB) Printed matter 13/2130 from August 10, 1995

[weigand-2008-137] Mixed traffic on high speed lines in Germany . (PDF; 1.6 MiB) Lecture documents for the lecture by Wolfgang Weigand, DB Netz AG, on March 18, 2008 at the UIC Highspeed Congress

[138] Fact sheet on the Hanover – Würzburg line: Complete renovation after almost 30 years of high-speed traffic. Deutsche Bahn AG, October 1, 2018, accessed on October 8, 2018 .

[snb-2015-139] DB Netz AG: Rail Network Conditions of Use ( Memento of the original from December 20, 2015 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF) @1@ 2

[etr-2015-6-28-140] Eberhard Jänsch: Mixed traffic on new lines . In: Railway technical review . No. 6 , 2015, p. 28-32 .

[BAst-2019-07-25-141] Klaus-Dieter Schwendener: Part renewal 97080 WRSTW SFS 1733 in the RB Süd G016180176. (PDF) DB Netz AG, July 25, 2019, p. 7 , retrieved on December 10, 2019 (file Annex 15 BAst_Teilernneu Stw 1733.pdf in ZIP archive 19FEI40778_Vergabeunterlagen_Zwischenstand.zip ).

[bt-16-13787-142] German Bundestag: The Federal Government's response to the minor question from MPs Dr. Anton Hofreiter, Bettina Herlitzius, Winfried Hermann, other MPs and the Alliance 90 / THE GREENS parliamentary group . (PDF; 74 KiB) Printed matter 16/13787 of July 14, 2009

[eri-2001-375-143] Report freight trains on the high-speed line. In: Eisenbahn-Revue International . Issue 8-9 / 2001, p. 375.

[etr-2001-311-144] A ^b ^c Eberhard Jänsch: Ten years of high-speed traffic in Germany. In: Eisenbahntechnische Rundschau , issue 6/2001, pp. 311–322.

[bb-1990-1281-145] "Roll-in" for the first freight car for 160 km / h. In: The Federal Railroad . Issue 12/1990, p. 1281.

[etr-2001-463-146] A ^b Willi Dorn, Heinrich Wehrmeyer: Parcel InterCity . In: Railway technical review . tape 50 , no. 7/8 , 2001, p. 463-467 .

[bundesbahn-1989-981-147] Ronald Hartkopf: Problems of mixed traffic on new lines . In: The Federal Railroad . No. November 11 , 1989, ISSN 0007-5876 , pp. 981-984 .

[eri-2010-01-02-148] Message ICE 1 and 2 with 280 km / h. In: Eisenbahn-Revue International . Issue 1/2010, p. 2.

[systemtechnik-2007-21-149] Exclusion of the simultaneous use of tunnels by passenger and freight trains. In: DB Systemtechnik (Ed.): Activity report 2007 . P. 21.

[db-2010-12-43-150] Eberhard Kieffer, Reinhard Koren: Better utilization of tunnel-rich high-speed routes. In: Deine Bahn , 12/2010, ISSN 0948-7263 , pp. 43-47 ( PDF file ).

[db-2011-19-151] Deutsche Bahn AG (publisher): DB Systemtechnik performance report 2009/2010 (PDF; 1.5 MiB), brochure as of January 2011, p. 19.

[dbwelt-2010-03-15-152] Mixing is possible. In: DB Welt , March 2010 edition, p. 15.

[db-2018-05-24-153] Plan to increase the rail capacity (PEK) for the Hailer-Meerholz - Fulda rail line (route 3600), which has been declared overloaded. (PDF) DB Netz, May 24, 2018, pp. 17, 22 , accessed on June 24, 2018 .

[154] Wilhelm Schmaus, Karl Gasche: Railway bridges on the new lines of the German Federal Railroad - planning specifications, systems, requirements. In: Bautechnik , year 61 (1984), issue 1, p. 3

[etr-1989-7-155] A ^b Karl-Heinz Suwe: Driver's cab signaling with the LZB. In: Eisenbahntechnische Rundschau , Volume 38 (1989), Issue 7/8, pp. 445–451

[ted-2019-220-540885-156] Germany-Frankfurt am Main: Services of architecture and engineering offices as well as planning-related services. Document 2019 / S 220-540885. In: Supplement to the Electronic Official Journal of the European Union . November 14, 2019, accessed December 10, 2019 .

[maak-1991-95-157] A ^b ^c Friedrich Kießling: Electrical engineering on the new routes. In: Gerd Lottes (Ed.): On new rails through Spessart and Rhön . Hans-Christians Druckerei, Hamburg, 1992, without ISBN, ( Nature and Technology , Volume 6) pp. 95–102.

[158] Münchschwander (1990), p. 86

[bundesbahn-65-607-159] Wolfgang Böttcher, Jürgen Krüger: Track and switch construction in the northern section of the new Hanover – Würzburg line (H / W). In: The Federal Railroad . Volume 65 (1969), Issue 7, pp. 607-612.

[eb-86-268-160] Wolfgang Harprecht, Friedrich Kießling, Reinhard Seifert: "406.9 km / h" - world record on the rails - energy transmission during the record run of the ICE of the DB. In: Electric Railways . 86th year, issue 9/1988, p. 270

[db-1984-16-161] Deutsche Bundesbahn, project group Hannover – Würzburg center of the Federal Railway Directorate Frankfurt (ed.): The new line Hannover – Würzburg. The Kassel – Fulda section , brochure, as of October 1984, p. 16.

[deutschebahn-1993-343-162] Message The ICE as a test train. In: Deutsche Bahn . No. 4, 1993, p. 343

[etr-1985-611-163] Notification of construction site lighting for catenary work in the NBS tunnel. In: Railway technical review . 34, No. 7/8, 1985, p. 611.

[eb-2002-1-17-164] Electrical operation at Deutsche Bahn in 2001. In: Elektro Bahnen . Issue 1–2 / 2001, p. 17.

[deutschebahn-1993-491-165] Message "Tunnel radio system 91" fully operational. In: Deutsche Bahn. No. 6, 1993, p. 491 f.

[166] Report tunnel radio continuously in operation. In: Railway technical review. 42, No. 7/8, 1993, p. 429

[etr-2002-172-167] Alexander von Wilcken, Walter Fleischer, Hagen Lieschke: Production of slab track Rheda type Walter-Heilit with two-block sleeper, on the Cologne – Rhein / Main line. In: Railway technical review . 51, No. 4, 2002, pp. 172-182.

[etr-1993-5-349-168] Message elastic ballast consolidation with plastic in the tunnel of the Schnell-Fahr-Linien (SFS) of the DB. In: Railway technical review . 42, No. 5, 1993, p. 361

[eth-1997-169] A ^b ^c Dieter Metz: Experience in the field of tunnel safety on German high-speed routes. In: Personal safety when operating long railway tunnels . Documents for a specialist conference at the ETH Zurich , October 17, 1997, pp. 73–80

[170] Brochure Fire and Disaster Control in Railway Tunnels . (PDF; 2.1 MiB) Deutsche Bahn AG, emergency management, from February 2002, p. 29 ff.

[171] German Bundestag (ed.): Answer of the federal government to the small question of the deputies Hartfrid Wolff (Rems-Murr), Jens Ackermann, Christian Ahrendt, other deputies and the parliamentary group of the FDP - printed matter 16/11791 . (PDF; 130 KiB) Printed matter 16/12237 of March 12, 2009