Rescue train (Deutsche Bahn AG)

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Rescue train in Hildesheim

The rescue trains (RTZ) (until at least the end of 1989 also tunnel auxiliary train , abbreviated as TuHi ) of the Deutsche Bahn are rail-bound rescue equipment for use in serious accidents in railway operations, especially in tunnels. The system comprises six specially equipped trains in constant readiness, which are available throughout Germany, especially for the older high-speed lines . The trains are equipped with two locomotives, two transport wagons, an equipment wagon, an extinguishing agent wagon and an ambulance vehicle and thus offer a wide range of options for averting and combating danger as well as for rescuing and caring for people in the event of rail accidents. In the event of an emergency, the two neighboring trains are always alerted. The trains should be ready to depart within five minutes.

Similar rescue trains also exist at the Austrian Federal Railways (ÖBB), the Swiss Federal Railways (SBB) and BLS AG , see fire-fighting and rescue train (SBB) and fire-fighting and rescue train (BLS) .

purpose

The trains are designed to rescue, rescue and care for up to 500 victims. The main areas of application are the older high-speed lines from Hanover to Würzburg and Mannheim to Stuttgart . It can also be used outside of these routes.

The trains are used, among other things, to transport emergency services to the scene of the incident, to provide equipment for fighting fires that have flared up or not yet advanced, and to transport and provide first aid to the injured. The trains are supplied with energy and breathing air independently in an emergency. In an emergency, the trains should remain operational for a long time under extreme conditions.

history

Rescue train in the original (yellow) design at Fulda station (May 1988)

The concept of rescue trains was developed in the 1980s. An expert opinion presented in 1983 to determine and improve the safety of the first German new high-speed lines examined the provision of ten rescue and fire fighting trains as one of around 150 measures.

The tunnel safety concept developed before the commissioning of the first two new high-speed routes in Germany contained preventive measures (e.g. hot box location systems ), measures to reduce dimensions (e.g. emergency brake override ), self- rescue measures (e.g. tunnel lighting) and external rescue measures . The rescue trains are part of the external rescue concept. After the four-stage rescue concept for the high-speed tunnel had been developed, there were intensive discussions between the then Deutsche Bundesbahn and representatives of the federal states about the scope of the measures to be implemented. The federal states involved called for a substantial compression of the emergency exits, while the DB provided emergency exits “in accordance with the proportionality of costs and rescue benefits”. As a compromise, the Bundesbahn was ultimately forced to set up the rescue trains.

At the beginning of 1986 the Deutsche Bundesbahn approached the subcommittee on fire brigade matters of working group V of the working group of interior ministers of the federal states with the aim of setting up a joint working group to develop a basic concept for safety in the tunnel.

The trains were designed by what was then the Deutsche Bundesbahn at the suggestion of the interior ministries of the federal states and in cooperation with rescue services and fire departments. For the first two new German lines, which were put into operation until 1991, the external rescue concept based on rescue trains was supplemented by a self-rescue concept.

The first draft for the rescue trains in 1987 already revealed the structure, which was later implemented, consisting of two transport vehicles, equipment vehicles, medical and extinguishing vehicles, covered by two class 212 locomotives. This rescue train would have been built largely on the basis of redundant center-entry control cars ; a converted rail mail car would have been used as the equipment car . The extinguishing agent car was planned as a simple two-axle tank car . The main criticism of this concept was that the vehicles could not be made gas-tight on this basis. The plan that was ultimately implemented therefore provided for the construction of completely new, gas-tight superstructures, only the chassis were obtained from donor vehicles.

At the end of May 1988, the first of the seven planned trains went into operation as a prototype. They were considered the first tunnel rescue trains of this kind. The first rescue train was presented to the public on May 19, 1988 by the then German Federal Railroad in Fulda. It was initially painted yellow and was officially put into operation at the end of August 1989. Of the 14 trains originally planned, six were ultimately put into service. From the end of 1988 the prototype trains were ready in Fulda and Würzburg.

In mid-1989 the construction of the four series trains began, three of which were to be equipped as one-way and one as a two-way train. Two of these trains had been delivered by the end of 1990; the other two were to follow in spring 1991. A "Mini-Rtz" was planned for Göttingen, which was to consist of an existing standard auxiliary equipment vehicle, an extinguishing agent vehicle and a passenger carriage for passenger transport.

The procurement and stationing of the trains cost around 120 million D-Marks (around 61 million euros ). The first rescue train cost 13 million DM (around seven million euros). According to the Deutsche Bundesbahn, the maintenance of the six trains cost around one million DM per train around 1991. In 1997, the annual maintenance costs per train and year were given as three million D-Marks (about 1.6 million euros). In 2006 the annual maintenance costs were estimated at around 13 million euros, in 2012 at around 12 million euros.

While the self-rescue concept has proven itself in the operation of the new lines, according to information from Deutsche Bahn, the rescue trains have repeatedly caused problems, as there have been coordination and communication problems with the local fire departments, among other things when they are not used every day. Due to the difficulties, the Deutsche Bundesbahn already began to develop a new concept for new railway tunnels to be built.

Due to high costs, among other things, in 1994 a working group of Deutsche Bahn looked at alternatives to the rescue train concept. The establishment of two separate tubes (for future routes) was also considered. Ultimately, a basic concept of double-track tunnels has prevailed, with emergency exits at a maximum of 1,000 m apart and with additional equipment. This concept was incorporated into the first guideline on "Fire and Disaster Protection Requirements for the Construction and Operation of Railway Tunnels" issued by the Federal Railway Authority on May 1, 1997 . The interior ministries of the federal states responsible for security were also involved in drawing up this guideline for the construction of new tunnels. The security concept has been updated several times since then. The use of the rescue trains is no longer planned in new tunnels, as the equipment for the trains is available in the tunnel or with external rescue workers (emergency medical equipment).

renovation

New rescue train in Fulda

On September 20, 2012 it became known that DB Netz had signed a contract with Dräger and Tatravagonka for the delivery of seven new rescue trains. For this purpose, seven trains are to be put together from 36 superstructures and 36 carrier vehicles, which will replace the previous trains by 2018. The order volume is around 80 million euros. The 14 rescue train locomotives are to be modernized between 2013 and 2017. In addition, the Deutsche Bahn tendered swap bodies for four-axle decapitated flat wagons with a top speed of 120 km / h.

The new cars and modernized locomotives were delivered from 2014. One of the seven units will serve as a reserve in the future. In January 2017, the modernization of the rescue train simulator was also put out to tender.

Availability, locations and deployment concept

Rescue train in Mannheim

The six trains are stationed in Hildesheim Hauptbahnhof , Kassel Hauptbahnhof , Fulda , Würzburg , Mannheim Hauptbahnhof and Stuttgart ( Kornwestheim Rbf ).

The original deployment concept provided for both neighboring trains to be deployed in the event of an incident. With a maximum speed of 100 km / h, the first of the trains should reach the tunnel portal after 30 minutes at the latest, so that it can be manned by the local fire brigades. At the tunnel portal, aggregates for radio communication are also unloaded and set up and the contact line is earthed. To enter the smoky tunnel, the driver should change to the front transport car. When the trains were introduced, 20 fire fighters, four emergency doctors and 30 paramedics were planned.

Initially, until at least 1997, the trains were only kept ready during the operating hours of the high-speed traffic and were not available during a night train accident in Northeim in mid-November 1992. In the meantime (as of 2009), train drivers from DB Netz are on standby around the clock.

In the event of an incident, the alarm and deployment plan provides that after an emergency call from the train concerned, the responsible dispatcher first informs the emergency control center, which in turn addresses the dispatchers of the two nearest rescue train locations in addition to other Deutsche Bahn offices and the control center of the district concerned, who in turn address the drivers of the two rescue trains. The trains should be ready for use within five minutes of being alerted. To do this, all operating systems are kept at operating temperature around the clock.

The regular crew should have occupied the train at the designated transfer points within ten minutes. It consists of 20 firefighters (including one head of operations), two train drivers, two emergency doctors and eight paramedics. The fire department chief acts as the leader of the rescue train when it leaves. He reports readiness for departure to the driver of the leading motor vehicle. In an emergency, the rescue train in Würzburg should be staffed with full-time workers, the one in Fulda partly with volunteers and partly with full-time workers.

While the trains are traveling from both directions to the affected tunnel, reinforcement forces are to drive to the affected tunnel portals. After the rescue trains arrive at the portals, the fire brigade's chief of operations, in cooperation with the Deutsche Bahn emergency manager, should decide whether and, if so, which train will enter the tunnel.

An emergency exercise should take place at least once a year in every emergency district of Deutsche Bahn. The drivers of the rescue trains are trained twice a year at all locations with a rescue train simulator.

Structure and equipment

The 150 m long trains consist of the following seven components:

Locomotive 714 005-6 in Mannheim
Locomotive I.
Locomotive I is the primary train unit of the rescue train. It is a diesel locomotive of the 714 series, a version of the 212 series that was specially retrofitted in 1989 for rescue train use . The advantage of this series, which is also often used as a shunting locomotive, is the possibility of being able to drive very slowly (up to walking speed) so that it can be used very precisely at the point of use. The low top speed is considered a disadvantage. The two locomotives of the train are reversible and capable of double traction and are equipped with video and thermal cameras , high-beam and wide headlights , yellow rotating beacons and tunnel radio (800 MHz band). With the technical visual aids, the train should be able to be controlled in a targeted manner even when the view is obstructed by smoke and fog .
Transport trolley I
Up to 60 emergency services can be transported in the transport trolley I. It is completely gas-tight and equipped with an air supply that is independent of the outside air, which provides fresh air through 30 compressed air cylinders with a volume of six liters each and a reprocessing system. The transport trolley I can only be entered and exited via a lock . The breathing air carried along should be sufficient for three hours, the energy supply for 20 hours. The car is also equipped with communication technology, technical visual aids, reserve air bottles and rescue equipment for the first aid of the injured and also functions as an operations control center . The transport car I also offers an auxiliary driver's cab and corresponding screens , so that the train can be brought very close to the deployment site even in smoky tunnels, for example. The two transport trolleys are designed for 60 to 80 people.
Equipment trolley
The equipment trolley contains extensive equipment for technical assistance and fire fighting. These include, for example, hydraulic rescue equipment such as scissors / spreaders , cutoff grinders, electrical units and relay stations for radio communication. The equipment corresponds to the loading of a fire fighting group vehicle LF 16 and a rescue vehicle (RW 2) specified in accordance with the DIN standard ; it is comparable to the loading of two emergency fire fighting group vehicles (HLF).
Tank in the extinguishing agent truck
Extinguishing agent cart
The extinguishing agent vehicle contains 20,000 liters of water and 1,000 liters (according to another source 2,000 liters) of foam compound as well as two stationary pumps with an output of 1,600 liters per minute. In addition, 100 stretchers and two track trolleys for transporting equipment and materials are carried on the extinguishing vehicle. The extinguishing agents are stored in thermally insulated , electrically heated containers.
Emergency doctor's workstation in the ambulance
Ambulance
Like Transport Trolley I, the ambulance is completely gas-tight, equipped with an air supply system that is independent of the outside air and a lock and also has its own emergency power supply . The medical equipment carried includes 17 ventilators and 400 infusions . The carriage is connected to the transport carriage II via a lock. It has two intensive treatment places and 18 beds for the seriously injured as well as seating for the slightly injured. The trolley, like the transition to the transport trolley, is gas-tight.
Transport trolley II
The structural design of the transport car II is identical to the transport car I, but does not have the radio equipment of the transport car I. In combination with the locomotive II, it can be used as a pendulum system to move injured people away from the scene and rescue workers to the scene to be transported while the front part remains in the tunnel.
Locomotive II
Locomotive II is identical to Locomotive I. On the one hand, it is intended as a reserve train unit, and on the other, as already mentioned, it is used in combination with Transport Car II as a shuttle system.

The rescue train stationed in Fulda is designed as a so-called two-way train . It has two ambulances to be able to be used in north and south directions. All other rescue trains only have to move out in one direction or, like the rescue train in Kassel, can be threaded accordingly.

Inserts (extract)

The radio call name is rescue train (location), for example "Rescue train Stuttgart" for the rescue train of the DB stationed in Stuttgart.

Emergencies

Rescue train in Hildesheim
Rescue train moving on the high-speed line Hanover – Würzburg
  • In the 1998 ICE accident in Eschede , the tunnel rescue train from Hildesheim was dispatched to the site of the accident. After the alarm was raised at 12.11 p.m., the rescue train arrived at the accident site at 14.41 p.m. The crew from the Hildesheim professional fire brigade were deployed on site, among other things, to remove tracks in order to make the accident site accessible for Bundeswehr recovery tanks.
  • A rescue train was used for the first time in an emergency when in March 1999 a wagon of a freight train derailed in the Leinebuschtunnel (near Göttingen) and caught fire. The local fire brigades were alerted around 1:20 a.m. The Kassel professional fire brigade, which manned the rescue train there, was called at 1:52 a.m. At 2:34 a.m., the rescue train moved out of Kassel main station and arrived at the tunnel portal at 3:04 a.m. The extinguishing water supply of the train that had moved out of Kassel was insufficient to fight the fire. In this context, fire fighters described the water supply of 20,000 liters on board the trains as a "drop in the ocean" and advocated the installation of dry pipes in tunnels. Deutsche Bahn did not allow the rescue train from Hildesheim requested by the Kassel control center to be deployed.
  • When an ICE at the north portal of the Landrückentunnel ( high-speed line Hanover – Würzburg ) drove into a flock of sheep and derailed on April 26, 2008 at around 9:06 pm , the rescue trains from Fulda and Würzburg were activated. At 9:33 p.m. the Fulda rescue train was informed by the emergency control center and moved out at 9:48 p.m. Contrary to the regulation in the relevant DB group guideline 123.0150, the Würzburg rescue train was only notified after repeated requests by the operations manager at 11:12 p.m. He moved out at 11:59 p.m. and reached the scene of the accident at 0:44 a.m. The corresponding accident investigation report recommends a revision of the emergency services guidelines. The Würzburg train finally drove into the tunnel at around 1 a.m., four hours after the accident, to search the tube for travelers who might have taken the (longer) route to the south portal. Parts of the trains were involved in salvaging the derailed wagons.
  • On March 24, 2011, the rescue train stationed in Kornwestheim moved into the Neuenberg tunnel to evacuate an ICE that had broken down there after being injured and to give its passengers medical attention.
  • The rescue train from Kornwestheim moved out after the leading power car on ICE 575 caught fire at around 2:30 p.m. on August 15, 2012 and the train partially stopped on the Glemstalbrücke on the new Mannheim – Stuttgart line. The smoldering fire in the engine room was quickly fought by the local fire services.
  • The Mannheim ambulance train was deployed on August 1, 2014 after a freight train and a Eurocity train ran across the flank just a few meters from the ambulance train's parking space in Mannheim's main train station . The rescue train was shunted to platform 3, where a meeting point for the injured was set up.
  • The Fulda rescue train moved to the Kirchheim depot on the Kassel – Fulda high-speed line on September 3, 2016, where an ICE 1 was evacuated with smoke on a powered end car. This deployment was also the first deployment of the rescue train model, which was newly delivered from 2014.

Exercises

The rules of the Deutsche Bahn (guideline 123.0111, section 6) require that an emergency drill with rescue trains be held in the tunnel once a year.

  • A rescue train was deployed when a first major rescue exercise on the new line was held on June 12, 1989 in the Dietershan tunnel . The Fulda rescue train arrived at the tunnel portal 30 minutes after the accident assumed as part of the exercise, where it was manned by rescue teams, material unloaded and the overhead line earthed. After entering the tunnel, the train came to a stop shortly before the accident site. Three injured people, represented by mimes , were brought from the train to the rescue train on roller pallets .
  • For the first time, an officially commissioned rescue train was used during an exercise on the night of October 22, 1989. At the end of October 1989, the Würzburg tunnel rescue train deployed to a simulated train accident in the Mühlberg tunnel. Instead of the scheduled deadline of five minutes, the train only moved out after 15 minutes and only reached the scene of the incident after more than an hour instead of the calculated 30 minutes. 76 minutes after the "incident", the train began to enter the tunnel.
  • On June 7, 1992, the rescue train from Kornwestheim was used during an exercise in the Pulverdinger tunnel . After an emergency call had been made at 11:50 p.m., the train reached the portal at 0:40 a.m. and entered the tunnel at around 1:24 a.m. after the contact line had been grounded. 16 firefighters rescued the 10 "injured" people in the tunnel by 1:58 a.m.
  • On July 8, 1996, rescue trains were used in a large-scale exercise with 500 passengers and 100 "injured" people in the Burgberg tunnel on the new Mannheim – Stuttgart line. The rescue train from Mannheim reached the place of operation after 75 minutes, the Stuttgart rescue train after an hour and a half due to technical problems.
  • In October 1997 a train was used in a large-scale night exercise with around 300 helpers in the Schwarzenfelstunnel (between Fulda and Kassel). The rescue train arrived at the tunnel portal 79 minutes after the alert.
  • On July 4, 1998, a rescue train was involved in a large-scale exercise with 100 "injured" people. An ICE had come to a stop one kilometer in front of a portal of the Schönrain Tunnel .
  • On the night of October 11, 1998, the rescue trains from Fulda and Kassel were deployed in a rescue exercise in the globe tunnel, in which around 600 people were involved.
  • On the night of September 27th to 28th, 2003, the rescue trains from Fulda and Würzburg were deployed in a major exercise in the Landrückentunnel. Around 1,400 helpers took part in the ten-hour exercise. The trains brought around 100 people who were not able to walk, represented by mimes, out of the tunnel. They reached the tunnel portals around an hour after the alarm was raised. Some time passed there before the trains were suitably manned and could enter the tunnel.
  • On September 27, 2009, the Mannheim rescue train was used during a disaster control exercise in the Wilfenberg tunnel with around 100 mimes and almost 600 helpers.
  • On the night of November 13, 2011, the rescue trains from Würzburg and Fulda took part in a large-scale exercise in the Mühlberg tunnel .
  • On the night of October 27, 2013, the rescue trains from Stuttgart and Mannheim took part in the "Subvento" exercise in the Markstein tunnel near Vaihingen / Enz . In the scenario, an ICE with the front powered end car came to a halt at the south-eastern tunnel portal, and the dining car, which was the fifth car, was assumed to be burning. The exercise began at midnight sharp, and the first emergency services arrived at around 0:15 a.m. After earthing the overhead line, the tunnel could be entered at 12:40 a.m. The two rescue trains arrived at around 1:30 a.m.
  • On the night of August 10, 2014, the rescue train from Fulda was used for a rescue exercise in the Krieberg tunnel and was held ready for this purpose in Göttingen.
  • The rescue trains from Stuttgart and Mannheim were used in the largest disaster control exercise of the year in Baden-Württemberg on the night of November 18, 2018. Around 900 forces simulated a large-scale operation in the Rolleberg Tunnel in Bruchsal as a result of the derailment of an ICE.

criticism

The working group for "fire protection and technical assistance on the high-speed route" - which was formed under the leadership of the Kassel regional council with all the district and city fire inspectors involved, the Kassel professional fire department and DB emergency management - emphasized in a report submitted in 2000 that " Tactical importance of the rescue train "lies" far beyond any realistic assessment for a successful rescue and fire-fighting operation in long tunnels ". In the event of “high fire loads ” and “corresponding fire duration”, the use of the train in long tunnels will be excluded “because of the extreme fire room temperatures and the impairment of the tunnel support structure”. She also criticized the long time lag between the alarm and the arrival of the trains at the scene of the incident. The report assumes up to 90 minutes. The rescue trains could not compensate for deficits in structural and technical fire protection measures.

The abandonment of rescue trains on further new lines with double-track tunnels was criticized in 2002 by the working group of emergency doctors working in Bavaria . With the self-rescue concept now envisaged , injured people would have to walk a kilometer in extreme cases. In this context, Deutsche Bahn described the rescue train concept as out of date. The self-rescue concept was developed together with fire services and from the rescue train concept and confirmed by the Federal Railway Authority . Exercises on the new Cologne-Rhein / Main line also confirmed the correctness of the concept.

In the ICE accident in the Landrückentunnel in 2008, according to a media report, the Fulda rescue train was only activated when the Fulda rescue control center had put massive pressure on Deutsche Bahn. He arrived at the north portal around an hour after the accident. The Würzburg train, which was alarmed and occupied at the same time, received the order two hours after the alarm and reached the south portal around midnight, three hours after the accident. An investigation report submitted by the Kassel Regional Council in mid-November 2008 expressed far-reaching criticism of this use of the rescue trains. The DB emergency control center in Munich, for example, hindered the deployment of the Würzburg rescue train without knowing the real situation. This was only released after repeated "massive requests" by the Fulda control station. One of the two train drivers was drunk and the other was not able to put the units necessary for use in the tunnel into operation. The train entered the tunnel 2 hours and 44 minutes after the alert.

In order to abolish rescue trains, the current safety standard would have to be achieved on the two new lines that went into operation in 1991. In particular, this would mean the establishment of numerous emergency exits in order to be able to comply with the required maximum escape route length (in the driving tunnel) of 500 meters.

In 2008, the Kassel Regional Council criticized the fact that the Kassel rescue train was not kept ready for months at the intended location.

See also

Web links

Commons : Rescue Train (Deutsche Bahn)  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c Under no circumstances should a train stop in the tunnel . In: Frankfurter Allgemeine Zeitung . June 13, 1989.
  2. ↑ a b Small catastrophe in the Mühlberg tunnel . In: Nürnberger Nachrichten . October 24, 1989, p. 14.
  3. ↑ a b c d e f g h 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; 127 kB). Printed matter 16/12237 of March 12, 2009.
  4. ↑ a b c d e f Norbert Maierhof, Bernd Neumann, Peter Schöppner: Rescue trains of DB Netz AG . In: Your train. ISSN  0172-4479 , issue 11/2009, pp. 22-25.
  5. ↑ a b c d e f g h 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.
  6. ↑ Deutsche Bundesbahn, Central Office Munich (ed.): Safety concept for the tunnels of the new lines. Final report . November 1983, in particular page A6-87.
  7. ↑ Walter Greeting: Long tunnels, fast trains - is safety neglected? In: The Federal Railroad . Vol. 64, No. 7, 1986, ISSN  0007-5876 , pp. 491-494.
  8. ↑ The rescuers come on rails . In: Rotkreuz-Echo . Issue 10, 1989, p. 11.
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  10. ↑ Große / Högemann: The series V 100. ISBN 3-88255-104-6 , p. 72.
  11. ↑ a b c d e f g h Safety in the tunnel . In: Die Bahn informs. ZDB -ID 2003143-9 , issue 3/1988, pp. 4-6.
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  13. ↑ Lifesaver on rails . In: Süddeutsche Zeitung . August 26, 1989.
  14. ↑ a b Annual review 1990 . In: The Federal Railroad . Vol. 67 (1991), ISSN  0007-5876 , p. 118.
  15. ↑ a b 1989 review . In: The Federal Railroad . Vol. 66 (1990), No. 1, ISSN  0007-5876 , p. 56.
  16. ↑ Klaus Wagner: "OP on rails" not ready for use in an emergency . In: Stuttgarter Zeitung . May 31, 1991.
  17. ↑ Derailed wagons in the tunnel . In: Mainpost. March 18, 2007.
  18. ↑ a b Deutsche Bahn AG (ed.): DB Netz AG is purchasing seven new rescue trains ( Memento from September 22, 2012 in the Internet Archive ). Press release from September 20, 2012.
  19. ↑ D-Minden: vehicle bodies . Document 337819-2012 of October 24, 2012 in the supplement to the Electronic Official Journal of the European Union .
  20. ^ D-Berlin: Rail-bound maintenance or work cars and freight cars . Document 357489-2012 of November 10, 2012 in the supplement to the Electronic Official Journal of the European Union .
  21. ↑ Generation change at the RTZ . In: Eisenbahn-Revue International . No. 1 , 2016, ISSN  1421-2811 , p. 3 .
  22. ^ Germany-Frankfurt am Main: Driving simulators. In: ted.europa.eu. January 20, 2017. Retrieved January 21, 2017 .
  23. ↑ Deutsche Bahn AG, Emergency Management (Ed.): Fire and Disaster Control in Railway Tunnels . Brochure from February 2002, p. 30, unece.org (PDF; 2 MB; p. 30).
  24. ↑ a b Bundesbahn introduces new rescue train . In: Frankfurter Allgemeine Zeitung . November 15, 1989, ISSN  0174-4909 , p. 13.
  25. ↑ Railway rescue train not ready for use . In: Süddeutsche Zeitung . November 20, 1992.
  26. ↑ No tunnel rescue trains like in Hessen . In: Free Word , Neuhaus edition . May 26, 2015, p. 10 .
  27. ↑ a b c Kevin Müller: Rescue exercise on the high-speed route . In: BahnPraxis. ZDB -ID 1477913-4 , issue 3/2012, pp. 3, 5, 7, euk-info.de (PDF).
  28. ↑ E. Hüls, H.-J. Oestern (Ed.): The ICE disaster of Eschede . ISBN 978-3-642-60177-4 , pp. 218 f .
  29. ↑ Safety on the railways: How passengers are rescued from tunnels . In: Der Tagesspiegel . October 20, 2000.
  30. ↑ a b Not enough emergency exits and hydrants . In: Frankfurter Rundschau . No. 274, 2003, November 24, 2000, p. 36.
  31. ↑ Inadequate safety in ICE tunnels . In: Frankfurter Allgemeine Zeitung , March 6, 1999, p. 10.
  32. ↑ Smoke signals from the tunnel . In: Süddeutsche Zeitung . March 3, 1999, p. 14.
  33. ↑ a b c d Rescue exits are too expensive for the railway . In: Frankfurter Rundschau . No. 101, 2003, May 2, 2003, p. 26.
  34. ↑ Report a burning freight train on the high-speed line . In: Eisenbahn-Revue International . Issue 4, 1999, ISSN  1421-2811 , p. 116 f.
  35. ↑ Federal Ministry of Transport, Building and Urban Development (Ed.): Investigation report: Train collision with subsequent derailment in the Landrückentunnel on April 26th, 2008 . Bonn, May 14, 2010, eba.bund.de ( Memento from December 23, 2015 in the Internet Archive ; PDF; 1.8 MB) p. 2, 20.
  36. ↑ a b After the ICE accident: criticism of the crisis response of the railway . In: Mainpost . May 6, 2008.
  37. ↑ Dead under ICE: 300 passengers evacuated. Bruchsal Volunteer Fire Brigade, accessed on November 9, 2015.
  38. ^ Overland aid DB rescue train, Bruchsal. Stuttgart Fire Brigade, accessed on November 9, 2015.
  39. ↑ Verena Mayer, Daniel Völpel: Schmorbrand stops ICE on the open road . In: Stuttgarter Zeitung . Vol. 68, No. 189, August 16, 2012, p. 17 ( online ).
  40. ↑ The Heavy Night of the Stranded Morgenweb.de , accessed on August 4, 2014
  41. ↑ Use for the Fulda tunnel rescue train , accessed on September 3, 2016
  42. ↑ a b Hard test for the "seriously injured". In: Main-Post . Würzburg, October 23, 1989.
  43. ↑ Klaus Wagner: During the tunnel exercise: Rescuers wait a long time to be deployed . In: Stuttgarter Zeitung . September 7, 1992.
  44. ↑ Thomas Breining: With over 500 helpers against a disaster . In: Stuttgarter Zeitung . July 8, 1996.
  45. ↑ a b New ICE routes without a rescue train . In: Süddeutsche Zeitung . May 27, 2002, p. 52.
  46. ↑ Christoph Meyer: ICE disaster spurs rescue workers on . In: Süddeutsche Zeitung . July 6, 1998, p. L6.
  47. ↑ Werner Bähr: Rescue exercise in the "globe" tunnel near Melsungen . In: The district committee of the Schwalm-Eder district (ed.): Yearbook Schwalm-Eder district . 2000, ISSN  0932-822X , p. 190-192 .
  48. ↑ Screams in the tunnel put rescuers under stress . In: Frankfurter Rundschau . No. 227, 2003, September 29, 2003, p. 23.
  49. ^ Large-scale disaster control exercise at the Wilfenberg tunnel in Oberderdingen ( Memento from March 4, 2016 in the Internet Archive ). Report dated September 27, 2009, accessed February 16, 2010.
  50. ↑ Benjamin Büchner: Burning ICE is stuck in a tunnel . In: Stuttgarter Zeitung , Ludwigsburg district edition . October 28, 2013, p. 71 (similar version online ).
  51. ↑ Axel Gödecke: In and around Northeim: large-scale exercise in the rail tunnel with 350 emergency services . Hessisch Niedersächsische Allgemeine , online, August 10, 2014.
  52. ↑ Elija Ferrigno: Large-scale exercise with 900 participants in the Bruchsal "Rollenberg Tunnel" - Bruchsal rehearsing the emergency In: kraichgau-news.de, March 22, 2019, accessed on November 26, 2019.
  53. ↑ Self-rescue almost impossible . In: Frankfurter Allgemeine Zeitung , December 20, 2000, p. 15.
  54. ↑ a b Criticism of the safety concept for high-speed routes . In: Frankfurter Allgemeine Zeitung . (Rhein-Main-Zeitung). November 20, 2008, p. 62.
  55. ^ Daniela Kuhr: Serious breakdowns after an ICE accident . In: Süddeutsche Zeitung . November 15, 2008, p. 1.
  56. ^ Allegations to Bahn after ICE accident . In: Frankfurter Allgemeine Zeitung . (Rhein-Main-Zeitung), May 20, 2008, p. 56.