Kinzig Valley Railway (Hesse)
The railway line Fulda- Hanau is a continuous ( at least ) two-track and electrified main line in Hesse. It runs from Fulda over the ridge and through the valley of the Kinzig to Hanau, which is why it is also known as the Kinzig Valley Railway.
It was built as part of the Bebra - Hanau railway or Kurhessische State Railways, which has risen after the Prussian annexation of Hesse-Cassel in the Frankfurt- Bebra railway.
Expanded to high-speed line is now part of the main highway between Frankfurt am Main and the northern and eastern Germany.
- 3.1 Roadway Support
- 3.2 Further expansion
- 3.3 Mottgers clasp
History
As a result of the German division of the traffic at the West German railway network newly formed, was accounted for by the Kinzig Valley Railway initially largely of traditional transport from Frankfurt towards Leipzig and Berlin. Increasingly, however, shifted the traffic towards Hamburg from the Main- Weser Railway on the Kinzig Valley Railway.
The line was electrified until 1961. In addition to around 3000 catenary and 250 kilometers of driving line while a traction power line were built with several hundred high-voltage masts, with the combined power plant Aschaffenburg in the new sub-station Flieden. In addition to several bridges that were built for the production of light required space, the porous vault of Distelrasen tunnel was to renovate. On September 30, 1961, the electrified between Hanau and Fulda route was passed as the first electrified section of the north-south route solemnly operation. In Waechtersbach was before, in September 1961, which was celebrated 4000. Electrified kilometers in the network of the German Federal Railroad.
In the course of the discussion about the connection of Fulda to the Rail Line Hanover -Würzburg was envisaged in the first half of the 1970s in different variants to join the leading past Fulda new line south of Fulda with the Kinzig Valley Railway. The two tracks each height freely provided links should be able to be driven both from Kassel to Frankfurt and from Fulda in Würzburg ( each in the opposite direction ). During the construction phase of the new line, the integration of the Kinzig Valley Railway in the nodes Fulda was changed. Both routes leave since then in the direction of the node operating in a southerly direction before the new line to Würzburg crosses on the building south crossing the Kinzig Valley Railway towards Hanau. In addition, the intersection center building, the eastern track of the Kinzig valley railway connected height freely with the main platform of the Fulda train station was built.
On 2 February 1995, the scheduled use of double -deck cars on the track, which were partly financed by Deutsche Bahn and half by the State of Hesse (funded from the Municipal Transport Financing Act) began.
Traffic
Total daily run (as of 1993) around 300 trains on the section between Gelnhausen and Hanau. To 2006 frequented the section between Flieden and Fulda daily around 175 trains per direction. Accounted for 23 percent of the long-distance passenger transport, 18 percent to the transport and 59 percent of freight traffic.
Infrastructure
A 16 km section near Hanau ( kilometer 24.8 to 40.3 ) is equipped with automatic train, expanded to three tracks and up to 200 km / h passable. In the remaining area the route double track and up to 160 km / h passable.
Long-distance traffic
Today the route is part of the ICE lines of North and Central Germany to West Germany via Frankfurt. The ICE traffic on the Route number 615 is mainly driven by the ICE 1 and ICE T, the IC traffic of the usual features of a 101 series (sometimes also 120 series ), various IC car and a driving trailer.
Transport
It is important on the track and the Regional Express of Fulda and the regional train connection from Waechtersbach to Frankfurt. Most regional rail and regional express trains consist of a series 114 with 5 double -deck cars and a double-decker driving trailer. In addition, runs the 111 series with traffic red, modernized pieces of silver and a control car. Several times a day also trains with a 111 series and 7 n- trolleys, and a Wittenberg control car. In commuter traffic also three tractions from BR 114 3-4 double-deck cars 1 bunk control car 4 double-deck cars 114 series used.
Freight traffic
In addition to the Main- Weser Railway is one of the major freight routes in central Germany in the north-south direction. There is dense freight traffic from virtually every major German freight transport centers and neighboring countries. Frequently seen are also transportation services private railway transport companies.
Extension
It is undisputed that the circuit is overloaded and in need of expansion. Whether, when and in what form, further expansion is done, but the discussion is still unclear even after decades.
Track Removal
Because of the strong utilization of mostly double-track line with mainline, metro and freight transport in the long term, the establishment of a continuous high-speed railway with speeds over 160 km / h between Hanau and Fulda planned, on which the fast long-distance trains less from other traffic and the narrow curve radii in be thwarted Kinzig valley.
The expansion of the track was already part of the expansion program in 1970 provided for the power of the German Federal Railroad. The Federal Transport Infrastructure Plan 1973, the section Flieden -Frankfurt am Main was performed as one of eight planned expansion of routes in the field of railways. In 1976 submitted Coordinated investment program for federal transport infrastructure by 1985 the track was no longer included. The available investment funds should therefore be concentrated on the six started at this time off and the two started new lines. Also in the Federal Transport Infrastructure Plan 1980, the expansion project was not included. In the mid- 1980s was the route as overloaded and the operational quality sections as a very unsatisfactory.
The Federal Transport Infrastructure Plan 1985, the expansion project was included again. Mid-1984 began studies for updating the federal transport infrastructure plan to the Railway Board in Frankfurt am Main. It should be identified by an iterative procedure sections of track that should allow expansion by small steps and new technical possibilities permanent way possible large travel time reductions. Here, a design speed of 200 km / h was sought. For each sector of the Kinzig Valley Railway, the study showed very different expenses due to more variable topography and settlement patterns. From this, a set of measures to the extent of 460 million DM (price level: 1984 ) was derived. Should be achieved by 54 minutes on the 103 km long route, based on the InterCity timetable 1985, depending on Zugparametern 6-9 minutes travel time improvements over the former driving time. The line capacity should be increased by about 50 trains per day in each direction. A joint investigation into the Kinzig valley and the Riedbahn behalf of the Federal Ministry of Transport showed a benefit -cost ratio of 15 With a total investment of DM 960 million ( at the price level of 1983) was an annual contribution to the economic result of the DB of DM 256 million expected per year. Accounted for on the section between Fulda and Frankfurt investment cost of 460 million DM These results led to the recording of the Kinzig Valley Railway in the most urgent needs of the Federal Transport Infrastructure Plan 1985., The measure should be implemented as quickly as possible and for receiving the ICE traffic in 1991 in major parts be completed.
Immediately after the decision of the Federal Transport Infrastructure Plan 1985, the Federal Railroad took on the planning of the expansion project. As part of the preliminary design was completed in 1986 intended to create three with 200 km / h high-speed sections with a total length of 55 miles: between Hanau -Wolfgang and Gelnhausen -Höchst, north of Waechtersbach as well as between the space Flieden and Fulda. Between the southern and the central high-speed section of the track with 170 km / h should be able to be driven. Those with 110 km / h minimum speed in the target state should be achieved in Hanau -Wolfgang and Schlüchtern. For projects larger line improvements in Kerzell, Neuhof, Bad Soden- Salmuenster and Wirtheim were provided smaller Abrückungen Waechtersbach and Gelnhausen. Five sidings should be newly built and five more will be extended. In addition, six new signal boxes and four new platform edges should arise. Five interlocking systems and a total of 41 bridges should be newly built and the entire route will be equipped with automatic train.
An examination of the headquarters of the German Federal Railroad showed that the predetermined budget of DM 460 million was exceeded by DM 72 million. The development objectives were therefore reduced. By reducing the expansion target in the section between Bad Soden- Salmuenster and Haitz - maximum of 200 or 170 km / h to 160 or 150 km / h DM 65 million should be saved at a loss in travel time of 0.7 minutes. In addition, the waiver of a passing siding south of Gelnhausen and over- control center for a total of approximately DM 5 million should be achieved.
1990 was planned to invest 610 million within six years of the D-Mark, of which DM 150 million of crossing partners for the elimination of level crossings. Half of the DB - investment cost of 460 million DM of Kapzitätssteigerung and performance improvement should serve. Only for the third track between Hanau and Gelnhausen 179 million DM were calculated.
The planning of the 1988 saw before, expand the section Wolfgang- Gelnhausen to 1991 and three tracks for 200 km / h. The section Neuhof- Fulda should follow until 1994. An extension of the three-pronged expansion to Waechtersbach has been considered in the planning. Between 1986 and 1989 investment 66 million DM had been spent by the estimated 460 million DM.
After the State of Hesse had called for a regional planning procedure for the three-pronged expansion Hanau- Gelnhausen and the line improvements Kerzell and Neuhof on 1 December 1986, there were delays. The target to 1991 expansion target had been reduced by the end of 1988, an approximately 12 km long high-speed section between Rodenbach and - Gelnhausen Hailer. Until then, all regional planning process had been completed with the exception of the section Neuhof and initiated the majority of the planning approval process. 1989 was the last of four regional planning process for the area Neuhof, complete. Along the 103 km route kilometers 65 individual measures were provided. The end of 1989 were 13 construction projects in progress.
The official start of expansion was celebrated with a symbolic first pile by the then Economic Secretary Hessian Dieter Posch on 27 September 1989 in Steinau. After the planning status of 1989, the 25 km section between Hanau -Wolfgang and - Gelnhausen maximum and the 15 km long section between Flieden and the southern edge of Fulda to extend for 200 km / h was provided. Following the decision on the future of Schlüchterner tunnel should be tested beyond a northern extension of the high-speed section by a further 8 km to the south. Along the rest of the route should be largely 120 to 160 km / h possible. Drops in velocity after the completion of the expansion were in Hanau -Wolfgang (90 km / h) and provided Schlüchtern (100 km / h). Including the elimination of level crossings around 120 individual measures were planned. After the completion of the expansion measures should speeds of 200 km / h can be driven to about 37 kilometers of track. In connection with the expansion of Riedbahn the travel time between Fulda and Mannheim ICE mode recording ( 1991) should first be reduced by 7 to 1995 and by 15 minutes compared to the initial state.
The expansion work began in 1987, the conclusion was ( in 1991 ) planned for 1994. The most important part of the project construction of the tunnel was Schlüchterner. The second phase should be completed by the full start of the high-speed lines Hannover- Würzburg and Mannheim -Stuttgart ( 1991) originally. Due to delays in the planning approval process, especially in eliminating the 20 crossings, there were delays. From 25 project section were completed by the beginning of 1991, only four, 13 under construction, five still in the planning approval process and three in the planning.
Until the end of 1990 were completed by 25 project section 4, 13 under construction, 5 in the planning approval process and 3 in planning. The plan was to take the timetable change in 1991 a high-speed section between Hailer - sea timber and Wolfgang and the sections Bronzell - Flieden and Ahl- Waechtersbach 160 km / h in operation. The total project should be completed in the second half of the 1990s.
After the German reunification, and the expected increase in traffic on the track, a partial viergleisiger expansion was tested in the early 1990s. The traffic forecast for the Federal Transport Infrastructure Plan 1992 saw the expansion on track in front of 36 long-distance passenger and 104 freight trains per day in each direction for the year 2010. Expected in mid-1994 the German railway with 38 long-distance passenger and 25 freight trains. The separation of fast and slow traffic (network 21) is not yet included.
To accommodate the scheduled ICE operation, on June 2, 1991, the high-speed section was taken (200 km / h) between Hailer - sea timber and Hanau -Wolfgang in operation. The sections Bronnzell - Flieden, Ahl- Waechtersbach host and home Niedermittlau can be scheduled since then traveled at 160 km / hr. By the end of 1991 a total of 281 million DM were estimated at 630 million DM were invested ( Price as of: January 1, 1991).
On May 22, 1993, the third track between Hanau and - Gelnhausen Hailer went (19 km) in operation. It is, as well as the parallel line tracks in this section largely designed for 200 km / h. In the four years of the three-pronged expansion, coupled with the upgrading of existing tracks for 200 km / h, a total of 230 million DM were invested, of which approximately 150 million for the third track. A total of about 200,000 m³ masses of earth were removed and temporarily stored. The strength of the substrate had to be partially raised by grave goods.
With the ability to overtake "on the fly " regional trains during the journey, for lengthy periods in the stations could be avoided. The travel time on the 55 km long relationship Waechtersbach -Frankfurt fell by up to 18 minutes, the number of weekday regional trains was increased to commissioning from 87 to 91. A further extension is planned, but had to be stopped in 2004 due to lack of federal funding.
Since 2007, DB Netz AG, established by the New Schlüchterner tunnel a second tunnel through the Distelrasen, in the since April 25, 2011, the entire rail, the Kinzig valley web is unwound. The Altröhre is now being renovated, thereafter, each tube for traffic in one direction are used.
During the construction of the A - 66 Neuhof Eichenzell the route in the range of Neuhof was realigned on a 3.3 km section. The line speed in the station area of 130 to 160 km / h was raised. The planned capital expenditures (as of 2006) at 56 million euros. The commissioning took place gradually by the end of 2011.
Further expansion
After the planning status of 2009 is to be extended over the station Hailer - sea timber to Gelnhausen future first the third track. It is a four-track expansion to be kept open as an option.
Meanwhile, a continuous four-track expansion between Hanau and Gelnhausen is provided. The Darmstadt Regional Council waived a regional planning process. The German railway hopes to start the expansion around 2020 (as of 2014).
Mottgers clasp
A solution discussed for high-speed traffic, the Mottgers clasp dar. This new line would feed out at Waechtersbach from the existing Kinzig Valley Railway and open out in Sinntal in the Rail Line Hanover -Würzburg. Due to the higher speeds, the travel time from Frankfurt to Fulda and Würzburg could be reduced by approximately ten minutes. In addition, as the little-used section of the new line Hanover-Würzburg would be busier. It has recently been repeatedly thinking about a "north Spessart - variant ", which in fact corresponds largely to the Mottgers clasp. However, a further expansion of the existing route was envisaged.
A spatial sensitivity analysis of 2002 had two approaches: a single four-track expansion between Hanau and Gelnhausen with a new line from Gelnhausen ( Mottgers clasp ) and a four-track and new construction Hanau- Gelnhausen - Fulda with an additional expansion of Hanau -Aschaffenburg - Nantenbach ( Würzburg ). Based on the German railway had developed a preliminary design for the comparison of alternatives and incorporated into the regional planning process. The necessary restructuring of the central station Hanau is not part of the project.
In January 2013, the German railway and the Hessian Ministry of Transport announced to take further planning and purpose to build an infrastructure project in the following months, which works out the traffic and operational tasks. The municipalities and concerned citizens should be involved early in the planning process.