Rehberg tunnel
| Rehberg tunnel | ||||
|---|---|---|---|---|
| use | Railway tunnel | |||
| traffic connection | Altenbeken – Kreiensen railway line | |||
| place | Egge Mountains ; Altenbeken , Bad Driburg - Langeland | |||
| length | 1632 m | |||
| Number of tubes | 1 (double track) | |||
| construction | ||||
| start of building | September 10, 1861 | |||
| completion | 1864 | |||
| business | ||||
| operator | Deutsche Bahn / DB network | |||
| release | October 1, 1864 | |||
| location | ||||
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| Coordinates | ||||
| West portal (Altenbeken) | 51 ° 46 ′ 13 " N , 8 ° 57 ′ 33" E | |||
| East portal (Langeland) | 51 ° 46 ′ 16 ″ N , 8 ° 59 ′ 0 ″ E | |||
Map with all coordinates: The Rehberg tunnel leads through the Egge Mountains from Altenbeken to Bad Driburg - Langeland . It has a total length of 1632 m and is about 305 m above sea level . The Rehberg tunnel is located on the Altenbeken – Kreiensen railway line and has two tracks .
history
Construction from 1861
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Construction began on September 10, 1861. To accelerate the rock excavation, work was not only carried out from the two tunnel portals (Altenbeken on the west side and Langeland on the east side), but four additional shafts were also sunk . These shafts had a clear width of 2.50 m × 3.50 m and depths between 30 m and 92 m. In order to heave up the excavation, first human strength, later horses and finally decommissioned steam locomotives were used. Locomotives usually still had names back then. In memory of the Hermann battle in 9 AD, the Varus , Arminius , Carolus and Wittekind locomotives were used. The shafts were completed by April 18, 1862.
The construction work had to be temporarily interrupted due to water ingress. However, the water was eventually pumped out into an underground cave that had been found (up to 500 liters per hour). During the construction there were four mountain breaks in which one worker died on March 20, 1863 and two workers on May 28, 1863.
The tunnel walls and ceiling were lined immediately after the breakthrough, whereby niches were created as alternative possibilities at a distance of 20 m for the workers employed in the tunnel for later maintenance work. On June 19, 1864 the keystone was set below the Keupermulde.
Because of the mountain breaks and the water ingress, the total costs increased to about three times, namely to 788,872 thalers . After the first locomotive had already passed through the tunnel on June 24, 1864, it was officially put into operation on October 1, 1864.
Since the Rehberg tunnel was still shoveled out by hand, it is very narrow inside and only big enough for the trains to fit through. It's only a few centimeters from the train to the wall. This was particularly uncomfortable when steam locomotives passed through. For this reason, a large mobile fan was installed on a portal during construction work, which pumped fresh air into the tunnel and made the work more or less bearable.
Tunnel collapse in 1905
After heavy rains in the preceding weeks, the tunnel ceiling collapsed on a length of about 20 m on the early Sunday morning of July 23, 1905. A train coming from Bad Driburg drove into the rubble. The train driver from Münster later succumbed to internal injuries in the Holzminden hospital. Twelve other people were injured. The railway administration was aware of the poor state of construction of the tunnel, but had postponed the necessary renovation measures for reasons of cost and because of the high train frequency with around 240 passages a day. As early as 1864, when the tunnel was being built, there had been a break-in at this point, which also killed workers.
In the course of the restoration work, to be on the safe side, the tunnel ceiling was broken out over a length of 352 m and reinforced. The Prussian railway minister had commissioned two independent experts and ordered that the tunnel only be reopened when all the damage revealed by the investigation has been removed. Because there were further water ingresses and even another vault penetration during the repair work, the work took a year to complete. This second break-in was preceded by a daybreak , the funnel of which had filled with water, which finally flowed in through the tunnel vault on January 19, 1906. Three workers were killed in the process. As a result, around 35 workers from Italy refused to continue working in the tunnel. "About 60 to 70 of the other 200 have stopped working to demand a wage increase and a reduction in working hours," reported the Deister and Weser newspaper . As a result, more wages were actually paid; there were now waterproof suits for the workers.
Because the replacement bus connection from Buke to Bad Driburg or the detour via Ottbergen to Bad Driburg was too time-consuming for many rail users while the tunnel was closed, many travelers walked over the Rehberg. At night this path was illuminated; At the aboveground break in the mountain, guards stood guard around the clock. A station restaurant was even built in Langeland. A shuttle service was set up at the eastern tunnel portal to allow the journey to continue.
Second World War
The Allied bombing raids on Altenbeken in 1944 and 1945 were primarily aimed at the viaduct . Several attacks were attempted on the Rehberg tunnel, but these did very little damage to the tunnel. Altenbeken citizens, on the other hand, even used the tunnel as a refuge from the bombers.
Electrification 1971
After the electrification of the Kassel – Hamm line was completed on December 11, 1970 , the first electric locomotive was able to pass through the Rehberg Tunnel to Hanover on May 21, 1971 .
Renovations
In 1976 and 1977 the tunnel was renovated along its entire length, with measures to improve drainage in the foreground.
Another more extensive renovation was carried out between 1984 and 1987. This was necessary because water and heavy rock had damaged the brick tunnel in several sections. The tunnel shell was replaced by concrete over a length of 160 m . Cavities that reached up to 9 m into the mountain behind the brickwork and were up to 12 m long were also filled with concrete. For this work 4.5 million DM was initially estimated, but it then cost 12.5 million DM.
The Altenbekener volunteer fire received in May 2000 from the Deutsche Bahn , a two-way vehicle ( assistance delete vehicle 24/14 S ) specifically located for use in Rehberg tunnel and in close Eggetunnel .
In 2013 the Rehberg tunnel was renovated again. Between Altenbeken and Himmighausen, Deutsche Bahn renewed nine kilometers of tracks including the substructure and replaced eight switches. The fire protection in the tunnel, including the escape route between the tracks and the emergency lighting, was also adapted to the state of the art and the drainage and wiring repaired. Since the timetable change in December 2013, a speed of 80 instead of the previous 50 km / h has been allowed in the tunnel. The costs totaled 22 million euros, 12 million of which were for the tunnel section. A rail replacement service was set up for the period from April 2, 2013 to September 28, 2013.
meaning
After the Altenbeken Viaduct went into operation in 1853, Altenbeken became an important railway junction through the Rehberg Tunnel from 1864 , because in addition to the east-west connection Hamm – Warburg (and on to Kassel ) there was now a connection to Hanover . The Rehberg tunnel also created the prerequisites for connecting the Lippe district (formerly Detmold district) via the Herford – Himmighausen railway line, which was put into operation in 1880 .
swell
- Altenbekener Eisenbahnfreunde 95 e. V .: The Rehberg tunnel from Altenbeken to Langeland
- Deister and Weser newspaper (Hameln), July 24, 1905 ff. And December 4, 2012
literature
- Hans-Josef Jockel and Johannes Schulze: The railway in the Eggegebirge, Altenbeken junction station, offset printing Bergmann, Bad Driburg, 2002
- Rudolf Koch: The Rehberg Tunnel is 150 years old . Borgentreich 2014.
Web links
Individual evidence
- ↑ a b c d e f Altenbekener Eisenbahnfreunde 95 e. V .: The Rehberg tunnel from Altenbeken to Langeland. ( Memento of the original from July 18, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Altenbekener Eisenbahnfreunde 95 e. V .: History of Altenbeken. ( Memento of the original from December 10, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Hans-Josef Jockel, Johannes Schulze: The railway in the Eggegebirge, Altenbeken node station. Offset printing Bergmann, Bad Driburg 2002, p. 139.
- ↑ http://www.nw-news.de/lokale_news/paderborn/paderborn/6110544_Umstieg_von_der_Bahn_in_den_Bus.html
