Tunnel on the high-speed line Hanover – Würzburg
| High-speed line from Hanover to Würzburg | |
|---|---|
| Course (tunnel only) | |
The tunnels on the high-speed line from Hanover to Würzburg make up 36% of the total length of the 327 km long high-speed line from Hanover to Würzburg . The 61 tubes were built in the 1980s using mostly mining methods. With the Landrückentunnel (10,779 m) and the Mündener Tunnel (10,525 m), the two longest tunnels in Germany to date were also created.
Tunnel portion
The generous route parameters made a particularly large number of engineering structures necessary. A total of 121 kilometers of the 327-kilometer route run in 61 tunnels. In 2005, almost one in four of 456 tunnel kilometers in the Deutsche Bahn network was on this route.
Some parts of the tunnel in detail:
- The proportion of tunnels in the 83 km long southern section of the route is 46%.
- The central section coordinated from Frankfurt am Main comprises (as of 1984) 111 km, 28 tunnels (49 km). It stretches from the Hessian-Lower Saxony state border on the east bank of the Fulda near Ihringshausen and ends five kilometers south of Fulda.
- At around two thirds (measured by the length of the route), the proportion of tunnels in the approximately 80 km long new section between Kassel and Fulda is particularly high. A total of 25 tubes were built here.
- Of the 133 kilometers of route in Lower Saxony , 33 kilometers are in a total of 15 tunnels. Another source speaks of a total tunnel length of 34,387 m.
- In the 77.5 km long section between Hanover and Northeim (status: 1986) nine tunnels with a total length of 13,912 m were planned. 95 percent of this was to be driven using the new Austrian tunnel construction method and five percent using the open construction method.
The proportion of tunnels in the existing German network before this and other new lines went into operation was 0.8 percent.
construction
With a usable cross-section of around 95 square meters, the tunnels on the line were considered the largest rail tunnels in the world in the mid-1980s.
The oval to round tunnel profile with its standard cross-section of 87 m² resulted from the extended standard clear space (4.70 m track center distance ) as well as static , structural, and aerodynamic considerations. From a purely aerodynamic point of view (with a maximum pressure jump load for travelers of 130 kp / m² when trains meet at 300 km / h), only around 70 m² would have been necessary. The cross-section to be used with the open construction method was 84 m². A cross-section of at least 109 m² would have been required if the originally envisaged large- space profile had been implemented.
While conventional tunnels according to the tunneling guidelines (in a straight line) had a usable cross-section of 57.8 m² (two tracks) or 29.1 m² (one track) with a track spacing of 4.0 m, the tunnels on the new line were designed with a track spacing of 4 , 70 m and a usable cross-section of 81 m².
The 40% increase in size is largely due to increased aerodynamic requirements. Other factors included a. the clearance clearance to be kept clear, the track spacing, accident prevention during track work and the fire and disaster control safety concept.
A usable cross-section of up to 87 m² was achieved in arches, and up to 96 m² in straight lines or up to 99 m² in arcs in the extension areas of the overhead line (approx. Every 1,200 m) over a length of 231 m. The excavated cross-section is between 110 and 120 m², depending on the rock conditions, up to 148 m² excavated cross-section was achieved. According to railway information from 1984, these are the largest cross-sections that have been excavated for traffic routes. With a few exceptions, the tunnels were built using the mining method. The overburden reaches up to about 200 m.
The structures have a straight line height between the upper edge of the rails and the tunnel wall of 7.75 m. At their widest point they are 12.80 m wide. A height of up to 2.60 m is reached between the upper edge of the base arch and the upper edge of the rail. The ballast bed rests on a layer of lean concrete . Widenings for the tensioning areas of the overhead contact line are planned every 900 m. There is a 1.20 m wide security room on both sides. The water drains through channels below the Randweg. Their maintenance and cleaning can therefore be carried out without impairing operation. The inner shell was made - with the cheapest method in each case - partly with unreinforced concrete with foil sealing, partly with waterproof concrete with reinforcement.
The tubes are consistently two-pronged. Two single-track tubes were ruled out because they should have had a distance of at least one tube diameter in order to avoid the most unfavorable mutual influences during the advance. To do this, a development length of around 1,000 m would have been required in front of the tunnel portals, which means that subsequent bridges would often have had to be designed as two single-track structures. The overall larger excavated masses would also have spoken against single-track tunnels.
history
planning
According to the planning status of 1971, a maximum longitudinal incline of 25 per thousand was planned at times in order to reduce the number of tunnels.
An extensive geological exploration program preceded the tunnel construction. Around 2,000 test bores were carried out along the route, along with trenching, test shafts, tunnels and drives. Another source speaks of 2,000 core holes with around 80,000 m drill cores .
The number and length of the tunnels along the route increased continuously during the planning phase. According to the planning status of 1975, 20 percent of the route should run in tunnels. In 1981 the planned total length of the tunnel was 110 km. The same value was planned for mid-1982. A source from October 1982 speaks of 116 kilometers of total tunnel length, another from the same month of 112 km.
In December 1982, as well as in September 1983 and early October 1984, the planned total length of the tunnel was 118 km. Today there are 121 kilometers of track in the tunnel.
In 1979, 13 tunnels with a total length of 27.5 km (380 to 5640 m) were planned in the Lower Saxony section. In the area of the H / W South project group, planned in 1980, around 36 km of around 84 km in 16 tunnels.
In 1984, tunnels with a total length of 13,032 m were planned for the 77.5 km long section between Hanover and Northeim
The tunnel planning was supervised by the specialist departments for tunnel construction of the three project groups of the railway construction center , which had been set up at the federal railway directorates in Hanover, Frankfurt am Main and Nuremberg. Numerous engineering offices were involved in the planning. In the northern section of the route, a planning team headed by an engineering office was deployed for around four tunnels.
For tunnel construction on the first two new German lines, a new “Regulation for Railway Tunnels” (printed matter 853) was published on January 1, 1984 and updated several times in the following years. According to the Bundesbahn, the technical innovation process on the new line tunnels exceeded all expectations.
construction
In the 94 km long southern section, 44 km (47%) of the route run in tunnels. The large-scale construction work in this section was officially initiated with the attack on the one-time mountain tunnel near Gemünden on May 22, 1981. By the end of August 1981, five tunnels (total length 7,038 m) in the southern section had been awarded for a total of DM 176 million. At the end of 1981, in the then 83 km long southern section, a tunnel share of 44 percent was expected. By autumn 1982 eight tunnels with a total length of 26 km had been commissioned in the southern section. By October 1983, eleven tunnels with a total length of 28 km were under construction in the southern section, five more (7 km) were awarded, the remaining two should be awarded by the beginning of 1984. Four tunnels (around 4,700 m) had already been completed. By the beginning of 1984, 17 tunnels with a total length of 35.3 km had been allocated in this section. Almost 20 km in the Lower and Middle Buntsandstein and around 500 km in the shell limestone had already been excavated. The order total was 940 million DM. 6 tunnels with a total of more than 7 km had already been completed in the southern section by this time.
The first tunnel was erected in April 1983 in the central section between Fulda and Kassel. In 1983, construction work began on almost all tunnels in the Göttingen – Kassel section. Six of the 62 tubes (total length 7.3 km) were completed or broken through at the end of 1983. Another 23 (64 km) were under construction. In 1984 construction work on all major tunnels began; Completion of all tubes in the shell was planned by 1988. In mid-1985, construction work on 38 tunnels on the route began.
In the 111 km long central section, 19 (40 km) of 28 tunnels (48.6 km total length) had been awarded at the beginning of October 1984 or were about to be awarded at this time. By then, four tunnels had already been cut in the section. By mid-1988, ten tubes with a total length of 21.3 km had been completed in this section.
In June 1983, construction of the first tunnel in the northern section began.
With the breakthrough of the Rengershausen tunnel in June 1988, the drive on the last of the 27 Hessian tunnels was completed. In the same year, the Helleberg and Münden Münden tunnels were also knocked through as the last tubes on the line. This made the entire length of the 327 km long route “passable”.
In central and northern section of the route led Verbrüche and sinkholes to cost increases and construction delays.
According to the DB, there was no mountain accident while driving the 27 tunnels in the Hessian part. Between Göttingen and Kassel, 5.5 million cubic meters of material were excavated and most of it was dumped.
Construction engineering
Almost all tunnels were built using shotcrete (New Austrian Tunneling Method). The method, which was relatively new at the time, made it possible to build thinner and therefore less expensive tunnel shells. These typically consisted of 30 cm thick shotcrete and steel anchors, a seal and an inner shell that was also around 30 cm thick. The advance was typically uphill so that mountain water can drain away independently.
The open construction method , on the other hand, was mainly used with little overburden and loose rock , especially in the portal areas. The use of tunnel boring machines could not establish itself economically , even in long tunnels like the Landrückentunnel ; Only in one case (in the southern section) was a roadheader used. Critics had noted that the cross-sectional shape was not machine-friendly. The large cross-section of the two-track tunnels also spoke against the use of tunnel boring machines; single-track tunnels, on the other hand, could have been built with such machines. Further reasons for conventional tunneling were its greater flexibility, which enables adaptation to changing mountain conditions and reduces the risk of total failure.
The pipes built using the shotcrete method were mostly driven by blasting. First, while the (overhead) was calotte of the rock excavated, depending on the quality supported by support arches, and then with welded wire mesh and shotcrete secured (outer shell). The bench followed this advance at a distance of 50 to 150 meters. Before the inner shell (made of in-situ concrete) could be made, the tunnel floor was excavated and provided with a concrete slab or a base vault. After the deformations of the rock had subsided, an inner shell at least 30 cm thick was created. If mountain water penetrated , an additional insulating or sealing film and drainage facilities were installed between the inner and outer shell. The advance rates were three to eight meters per day.
The 11 to 12 m high excavation profile was driven in two stages: the driving of the 5.5 m (in individual cases 6 m) high dome was followed 150 to 200 m later by the excavation of the bench. Immediately before concreting, the base was also exposed on which a base plate or base vault was created. The shotcrete outer shell was mostly made with a thickness of 20 to 25 cm, in exceptional cases 30 cm. Ventilation tunnels or shafts were provided for tunneling lengths of 2 km or more. With three to six cuts per working day, mean tunneling lengths between 3 and 9 m per day were achieved. Tunneling teams between 6 and 10 people worked day and night shifts of ten hours each.
costs
The shell construction costs of the tunnels were around 30 million Deutschmarks per kilometer. They were thus, per kilometer, about three times as expensive as sections in flat terrain.
Tunnels and bridges make up about half of the total cost of the route. At the end of 1981, the pure construction costs (substructure) of bridges, tunnels and earthworks in the southern section were rated at a ratio of 2.4: 2.4: 1. At the beginning of 1984, the cost ratio of earthworks, tunnels and railway bridges in the southern section of the line was rated at a ratio of 1: 6: 8 on the basis of the awards made up until then. The tunnel costs were very much dependent on the mountain conditions encountered.
In the northern section, costs of DM 1.1 billion were estimated for the almost 34 km of tunnel planned there. By October 1987 about 75 percent of this had been spent.
The tunnels of the first two new German lines made up more than half of the investment costs of the substructure with a length share of more than 35 percent.
A comparison of the tendering and actual costs of 20 tunnels along the route showed an average price increase of around two percent, with a range of deviations between around -25 percent (cheaper than advertised) and +40 percent (more expensive than advertised).
Installation
Trial operations began in mid-1986 between Burgsinn and Hohe Wart.
In November 1987, driving tests to determine the aerodynamic resistance of the InterCityExperimental were carried out in tunnels on the route .
During the ICE world record run on May 1, 1988 , the InterCityExperimental reached a speed of more than 400 km / h in the Mühlberg tunnel .
When the line went into operation between 1988 and 1991, several tubes along the line replaced the Kaiser Wilhelm Tunnel (4,205 m) as the longest railway tunnel in Germany to date.
At the same time, the total length of all German rail tunnels increased by leaps and bounds during this period. While 209 km of railway tunnels were still in operation in Germany in the mid-1980s, more than 100 km of new railway tubes went into operation with the Hanover-Würzburg route alone. Between 1945 and 1970, just eleven tubes with a total length of less than 5 km were built or extensively renewed in the area of the Deutsche Bundesbahn.
business
According to an investigation, the additional driving resistance caused by air resistance in tunnels does not lead to any significant increase in driving time. The resulting additional energy consumption on a journey along the entire route, depending on the train configuration and maximum speed, is between 1.2 and 4.6% according to model calculations.
No encounter between passenger and freight trains
On the new line, passenger and freight trains are not allowed to meet in tunnels during regular operations.
When train encounters, there are pressure loads from the head wave of the high- speed ICE and flow loads from the freight trains' own speed . A meeting ban of passenger and freight trains was not planned at the end of the 1980s. While new regulations for tarpaulins from January 1, 1990 already provided for a new fastening in order to withstand the flow load, slight speed reductions of the express trains were planned for encounters with ICE trains for transports of the combined cargo traffic in order to lower the pressure load.
In mid-1991, encounters between passenger and freight trains in the tunnel were considered to be justifiable if ICE trains do not exceed 250 km / h, locomotive-hauled passenger trains do not exceed 200 km / h, InterCargoExpress trains do not exceed 160 km / h and conventional goods trains 120 km / h. Extensive investigations and series of measurements preceded these findings.
geology
In Lower Saxony mainly layers of red sandstone and shell limestone are passed through, although in some tunnels south of Göttingen it was not possible to bypass areas at risk of falling earth . In the southern section of the new line, formations of the middle and lower red sandstone were encountered.
In the 83 km long southern section, the route, coming from the north, runs to about 7 km south of the Main crossing near Gemünden, in the red sandstone. Between the Fliedetal (south of Fulda) and the Hessian-Bavarian border there are mainly rocks of the Middle Buntsandstein. Up to 40 percent of the heavily jagged layers of the red sandstone are interspersed with claystone layers . The middle red sandstone is also interspersed with chimneys that are filled with unconsolidated layers of sand and clays.
On the southern 12 km to Würzburg there are formations of shell limestone.
technology
The portals of the tunnels were “pulled forward” to protect against falling rocks and falling trees. Tunnels with a length of more than 500 m received portal signs on both sides. Longer tunnels have measuring devices to determine the wind direction so that rescue and evacuation measures can be controlled more precisely in the event of a fire.
Where crossover points in tunnels could not be avoided, switches of the type EW60-1200-1: 18.5 were usually installed (can be driven over at 100 km / h).
Brackets at a distance of 100 m are provided in the tunnel wall to fix temporary slow speed signals. Tunnels with a length of more than 500 m have a portal sign (in the Hessian section also with a length of less than 500 m) and safety lighting.
security concept
According to the Deutsche Bundesbahn , there have been no accidents in the approximately 550 tunnels (with a total length of around 200 km) that existed before construction of the new line began in more than 100 years of operation. There was therefore just as little evidence of an increased operational risk in the planned tunnels as there were reasons to deviate from the previous concept of two-track tunnels. The crossing-free routing, larger cross-sections, increased track spacing, wider sidewalks and the control of line trains would have even led to a significant improvement in safety standards. Environmental influences (underwashing, tree falls, broken rails and track warpage from temperature influences) were also eliminated as sources of accidents. Also shunting are excreted as source of accidents due to the Rangierverbots in Überholbahnhöfen. On the other hand, the difficult accessibility, combined with the greater consequences of the accident and more difficult assistance, would have had a negative effect.
Preliminary work for the development of a safety concept for the tunnels of the new lines began in 1978. After various fire incidents in local traffic tunnels in the first half of the 1980s, more detailed investigations were carried out. In September 1982 the DB commissioned the engineering office Ernst Basler & Partner from Zurich to develop a risk analysis and assessment for the tunnel sections of the new lines. The Office submitted its final report in November 1983.
The focus of the considerations was a fire in the tunnel. The analysis from 1983 determined, without additional safety measures, a collective death risk of 0.23 fatalities per year for the tunnels of the first two German new routes. The perceived collective risk was determined to be 1.33 fatalities per year. Based on this, several hundred conceivable measures to improve security were examined. The majority of around 150 measures were discarded because the costs were too high or the benefit-cost ratio was too low. Around 20 measures were implemented, mostly of an organizational nature. This should reduce the perceived risk by around half and the actual risk by around 30 percent. In addition to simple, cost-effective measures, four main measures were proposed: the appointment of a safety specialist to plan and monitor exceptional operating conditions in tunnels, an alternative emergency braking concept in tunnels ( emergency brake override ) and the development of a self- rescue and an external rescue concept. The measures not implemented include the routing of the two tracks in tunnels from 1000 m length in two separate tubes (additional costs totaling DM 2.0 billion for 130 km of tunnels on the new Hanover – Würzburg and Mannheim – Stuttgart lines at the price level of 1981; annual costs of 42 million DM), passable parallel rescue tunnels (650 million DM; plus annual costs of 14 million DM) and emergency exits at a maximum distance of 1000 m (with access roads 240 million DM; plus annual costs of 4.8 Million DM). An internal working group finally presented a package of measures to prevent events, prevent dimensions, self-rescue and external rescue measures. The report from 1983 initially remained under lock and key and was forwarded to the Hessian Ministry of the Interior as the lead agency in February / March 1986.
After the Swiss report only contained probability calculations and a catalog of possible preventive and safety measures without any evaluation, the Deutsche Bundesbahn commissioned another external report. In 1985 the Institute for Transport, Railway Engineering and Traffic Safety at the TU Braunschweig was commissioned to carry out another study.
The Conference of Interior Ministers called on the Federal Minister of the Interior to influence the Deutsche Bundesbahn through the Federal Minister of Transport and to submit a concept for the new line and future railway lines to ensure fire and disaster control. Critics complain that the providers of fire and disaster control in Hesse were not involved by the German Federal Railroad before the structural planning was completed in order to raise their concerns. From 1986 negotiations between the Federal Railroad and state ministries, municipalities and rescue services were ongoing. These talks were still ongoing in 1991. In several cases, no agreement could be reached.
The safety concept assumes that every 4200 years a burning train comes to a stop in the tunnel. In the tunnels, an escape and rescue route about 1.20 m wide was created on both sides . Tunnels of at least one kilometer in length received tunnel orientation lighting on both sides, which could be switched on with illuminated switches in the area of the portals and in the tunnel (at a distance of 176 m). To support external rescue, a large part of the construction roads should be kept as access roads and at least one of the two portals (both over 3 km long) portals should be made accessible by road vehicles. Air flow measuring devices should be used to indicate the best escape direction to the dispatcher in tunnels with road traffic on both sides. In addition to a further developed self-rescue concept , a third-party rescue concept based on rescue trains was developed. Four rescue trains were stationed along the high-speed route in Hildesheim , Kassel , Fulda and Würzburg . With a few exceptions ( Landrückentunnel , Mündener Tunnel , Mühlberg Tunnel , etc.), no emergency exits were created.
While the self-rescue concept has proven itself according to information from Deutsche Bahn, the rescue trains have repeatedly caused problems, as, among other things, when they are not used on a daily basis, there have been coordination and communication problems with the local fire departments. Due to the difficulties, the German Federal Railroad began to develop a new concept for new railway tunnels to be built, which was also taken up by the Federal Railway Authority . A guideline for the construction of new tunnels was drawn up in cooperation with the interior ministries of the federal states responsible for hazard prevention.
39 tunnels along the route were later included in a retrofit program, in which rescue areas, driveways, side paths, escape route signs and tunnel safety lighting are retrofitted. The subsequent installation of emergency exits is not planned due to the high economic outlay.
Regular talks by the Kassel regional council, held since the line went into operation, in order to improve the safety concept, were unsuccessful. After the accident in the Landrückentunnel in 2008, the regional council of Kassel and the Hessian Ministry of the Interior drew up a list of defects for the tunnel on the line at the end of 2008. According to the regional council, almost no improvements had been made by the beginning of 2012.
See also
Web links
Individual evidence
- ^ 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.
- ↑ Presentation of the press conference ProNetz - program for tomorrow's network , Deutsche Bahn AG of March 2, 2007, page 2: 455.6 km in 800 tunnels; As of December 31, 2005.
- ↑ 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 8.
- ^ Rüdiger Block: ICE racetrack: the new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
- ^ Project group of the NBS Hanover of the Bahnbauzentrale (publisher): New line Hanover – Würzburg: The Northeim - Göttingen section , brochure, 44 A4 pages as of May 1988, p. 4.
- ^ A b c d NBS Hannover project group of the railway construction center, Federal Railway Directorate Hannover (ed.): Tunnel construction in the northern section of the new Hanover - Würzburg line . Brochure as of November 1987, p. 4 f., 7 and back cover.
- ↑ a b c Deutsche Bundesbahn (Ed.): New Hanover – Würzburg line. The Hanover – Northeim section . Brochure, 42-page brochure, Hanover 1986, pp. 32-37.
- ↑ a b Helmut Maak: Earthworks, rock and tunnel structures, the decisive cost bearers for the substructure of traffic routes . In: Die Bundesbahn , issue 7/1988, ISSN 0007-5876 , p. 399.
- ^ A b Project group Hannover-Würzburg North of the railway construction center at the Federal Railway Directorate Hannover (Ed.): New line Hannover – Würzburg: The section Hannover – Würzburg: The section Hannover – Northeim . 42-page brochure, 1984, p. 34.
- ^ Heinz Bubel: The technical design of the new lines of the Deutsche Bundesbahn . In: The Railway Engineer . January 1977, ISSN 0013-2810 , pp. 11-18.
- ^ A b c d e Klaus Martinek: Development of tunnel cross-sections for new lines and upgraded lines . In: Peter Koch, Rolf Kracke, Theo Rahn (eds.): Engineering structures on the new lines of the German Federal Railroad . Hestra-Verlag, 1992, ISBN 3-7771-0240-7 ( Archives for Railway Technology . Volume 44), pp. 115-130.
- ↑ a b c d e f g Joachim Seyferth: The new lines of the German Federal Railroad ( rail- book 1) . Josey-Verlag, Wiesbaden 1983, ISBN 3-926669-00-4 , pp. 38-51.
- ↑ a b c d e f g Helmut Maak : The new federal railway line between Main and Spessart (southern section Hanover – Würzburg) . In: Internationales Verkehrwesen , Volume 36 (1984), Issue 2 (March / April), pp. 126–132, ISSN 0020-9511 .
- ^ A b c Hans Siebke: Bridges and tunnels for new routes . In: Reiner Gohlke , Knut Reimers (Hrsg.): The new railway . Hestra-Verlag, Darmstadt 1985 ( Yearbook of the Railway System. Volume 36), pp. 52–63.
- ↑ a b c d Helmut Maak : Railway tunnel of the present, tunnel construction in the southern section of the new Hanover – Würzburg line . In: DB Bahnbauzentrale Frankfurt / M. (Ed.): Railway construction for the 21st century: line expansion at the Deutsche Bundesbahn . Frankfurt am Main, approx. 1984, pp. 30-38.
- ↑ The Hessian Prime Minister - State Chancellery -: Short minutes of the informational meeting between representatives of the Deutsche Bundesbahn, the regional planning communities for North Hesse, East Hesse and Untermain and the state planning authorities on September 9, 1971 in Wiesbaden . File number III B 31 -93e 08 / 05-561 / 71 . Wiesbaden, September 18, 1971.
- ^ Gunther Ellwanger: The railway is building 83 tunnels . In: TIS , 1982, issue 12, pp. 743 f., ISSN 0941-1038 .
- ↑ Central transport management of the German Federal Railroad (ed.): New lines of engineering structures: bridges, tunnels, elevated railways, supporting structures . Brochure (28 pages) from November 1975, p. 6.
- ^ Deutsche Bundesbahn, Bahnbauzentrale (ed.): New Hanover – Würzburg line. The way to the future. , Brochure (36 p., A4), Frankfurt am Main, 1981, p. 23.
- ^ DB project group Hanover-Würzburg (North) (ed.): New line Hanover-Würzburg: Samtgemeinde Sibbesse. , Brochure (18 pages, folded) as of August 1, 1982.
- ↑ a b Gunther Ellwanger: TGV system Paris – Southeast cannot be transferred to German conditions . In: The Federal Railroad . Vol. 58, No. 10, 1982, ISSN 0007-5876 , pp. 755-758.
- ^ DB project group Hanover-Würzburg (North) (Ed.): New line Hanover-Würzburg: Sehlem, Harbarnsen, Netze. , Leporello (14 pages) as of September 1, 1982.
- ^ DB project group Hanover-Würzburg (North) (ed.): New line Hanover-Würzburg: Sorsum, Klein Escherde, Groß Escherde . Leporello (14 pages) as of December 1, 1982.
- ^ DB project group Hanover-Würzburg (North) (Ed.): New Hanover-Würzburg line: Rosdorf, Mengershausen , brochure (12 pages, folded) as of September 1, 1983.
- ^ DB project group Hanover-Würzburg (North) (ed.): New Hanover-Würzburg line: Jühnde , brochure (14 pages, folded) as of October 1, 1984.
- ↑ Helmut Weber, Walter Engels, Helmut Maak : The new Hanover – Würzburg line . In: Railway technical review . 28, No. 10, 1979, pp. 725-734.
- ↑ Ulrich Volter: The tunnel breakthrough . In: The Railway Engineer . Volume 31 (1980), Issue 7, ISSN 0013-2810 , pp. 310-316.
- ^ 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, p. 34.
- ↑ a b 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 German Federal Railroad . In: New Archive for Lower Saxony , ZDB -ID 483-2 , Volume 31, Issue 3, September 1982, pp. 255, 259.
- ^ Klaus Martinek: Regulation for railway tunnels . In: Die Bundesbahn , 64, No. 11, 1988, ISSN 0007-5876 , pp. 1085-1087.
- ↑ Horst Weigelt: Project history of the Nuremberg – Ingolstadt – Munich rapid transit line in time lapse (p. 14 ff.) In: Nuremberg – Ingolstadt – Munich rapid transit line - New infrastructure with cutting-edge technology . Eurailpress, Hamburg 2006, ISBN 3-7771-0350-0 .
- ^ A b Helmut Maak: New Hanover – Würzburg line, start of construction in the southern section . In: Die Bundesbahn , Vol. 57, No. 10, 1981, ISSN 0007-5876 , pp. 801-806.
- ^ Alfred Kunz GmbH & Co. (Ed.): 1982 . Munich, approx. 100 A4 pages, 1982, pp. 4–5.
- ↑ a b Dirk von Harlem, Ulrich Huckfeldt: To the north, then always straight ahead . In: Eisenbahn-Kurier , issue 9/1988, p. 30 f.
- ↑ 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. 17.
- ↑ Belter: Great progress in building the tunnels for the new lines . In: Der Eisenbahningenieur , 34, 1983, issue 12, p. 661 f.
- ^ A b c 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, pages 32, 34.
- ^ Progress in mountain and valley . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 2/1985, p. 7.
- ^ Deutsche Bundesbahn, Project Group H / W Mitte (Ed.): Brief Information No. 4/84 . Frankfurt, October 5, 1984, 2 A4 pages.
- ↑ a b Last tunnel "through" . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 3/1988, p. 12.
- ↑ Without author: Annual review 1988 . In: The Federal Railroad . Vol. 65, No. 1, 1989, ISSN 0007-5876 , p. 61.
- ↑ Walter Wittke : Some causes for deadlines and cost overruns in major transport infrastructure projects . In: Bauingenieur , Volume 77 (2002), pp. 387–392.
- ↑ Deutsche Bundesbahn / Deutsche Reichsbahn (Ed.): Fitted into the landscape . In: Die Bahn informs , "Reprint June '93", p. 13.
- ^ M. John: Sharing of risks under changed ground conditions in design / build contracts . In: Golser, Hinkel & Schubert (Eds.): Tunnels for people . Balkema, Rotterdam 1997, ISBN 90-5410-868-1 , pp. 763-768.
- ↑ Jean-Luc Peters: Determination of the aerodynamic resistance of the ICE / V in the tunnel and on the open road by means of coasting tests . In: Eisenbahntechnische Rundschau , issue 9/1990, pp. 559–564.
- ↑ Eberhard Jänsch: A contribution to the optimization of fast long-distance passenger rail traffic on the routes of the German Federal Railroad . ( Scientific work of the Institute for Transport, Railway Construction and Operation at the University of Hanover, No. 20). Hanover 1984, pp. 69-72, 178 f.
- ↑ Roland Hartkopf: Problems of mixed traffic on new lines . In: The Federal Railroad . tape 65 , no. 11 , 1989, ISSN 0007-5876 , pp. 981-984 .
- ↑ Bernhard Buszinsky: control of rail traffic on high-speed lines . In: The Federal Railroad . tape 67 , no. 6 , 1991, ISSN 0007-5876 , pp. 689-694 .
- ^ KG Baur: Fulda – Würzburg and back . In: Eisenbahn-Kurier , No. 205, October 1989, ISSN 0170-5288 , pp. 32-37.
- ^ A b c Hans-Heinrich Grauf, Franz Lennartz: The self-rescue concept for new lines . In: Die Bundesbahn , 64, No. 3, 1988, ISSN 0007-5876 , pp. 221-226.
- ^ A b c Leo Glatzel, Hans-Heinrich Grauf: Planning and implementation of the safety concept for tunnels of the new lines . In: Die Bundesbahn , 63, No. 2, 1987, ISSN 0007-5876 , pp. 103-106.
- ↑ a b c H. Raab: Discussion about fire protection in tunnels . In: 112 - The magazine of the fire brigade , ISSN 0942-0134 , issue 7/1986, pp. 338–348.
- ↑ a b c Deutsche Bundesbahn, Central Office Munich (ed.): Safety concept for the tunnels of the new lines. Final report . November 1983, cover sheet and pp. 1, 3 (Table 1-2), 75, 93 f, A6-72, A6-108, A6-109.
- ↑ a b German Bundestag (ed.): Answer of the federal government to the small question of the MPs Hartfrid Wolff (Rems-Murr), Jens Ackermann, Christian Ahrendt, other MPs and the parliamentary group of the FDP - printed matter 16/11791 - (PDF file ; 127 kB). Printed matter 16/12237 of March 12, 2009.
- ↑ Hans Bohnenblust, Thomas Schneider: A quantitative safety model for the new line tunnels of the Deutsche Bundesbahn . In: Eisenbahntechnische Rundschau , ISSN 0013-2845 , Issue 3, 1984, pp. 193-201.
- ^ Helmut Raab: Tunnel fire protection on the new lines of the Deutsche Bundesbahn . In: 112 - The magazine of the fire brigade , ISSN 0942-0134 , issue 11/1985, pp. 602–610.
- ↑ a b Walter Greeting: Long tunnels, fast trains - is safety neglected? . In: The Federal Railroad . Vol. 64, No. 7, 1986, ISSN 0007-5876 , pp. 491-494.
- ^ Walter Mittmann, Fritz Pätzold, Dieter Reuter, Hermann Richter, Klaus-Dieter Wittenberg: The Third Ordinance to Change the Railway Construction and Operating Regulations (EBO) . In: The Federal Railroad . No. 7-8 , 1991, ISSN 0007-5876 , pp. 759-770 .
- ↑ Under no circumstances should a train stop in the tunnel . In: Frankfurter Allgemeine Zeitung , June 13, 1989.
- ^ A b Klaus-Jürgen Bieger: New rescue concept for new DB AG tunnels . In: Ingenieurbauwerke ( Edition ETR ), ISBN 3-7771-0290-3 , pp. 46–49.
- ↑ Wolfgang Riek: After the ICE accident in the Landrückentunnel: Still safety deficiencies . In: Hessische / Niedersächsische Allgemeine (online edition), April 26, 2012.