Beneath our feet lies a marvel of engineering: the Kreuzungsbauwerk Oberzwehren. This structure allows the Main-Weser-Bahn to cross the high-speed Hannover-Würzburg line. The crossing occurs within a 1152-meter tunnel.
Let’s delve into the details of the Kreuzungsbauwerk Oberzwehren. This railway overpass is located in Kassel’s Oberzwehren district. That’s how it got its name. The Main-Weser-Bahn comes from Kassel-Wilhelmshöhe station. It crosses the high-speed line in a southeasterly direction.
Imagine the engineering feat. The high-speed line is in a tunnel. This tunnel stretches 1152 meters. The Main-Weser-Bahn crosses over it.
North of the Kreuzungsbauwerk Oberzwehren, the new line’s tracks run between the Main-Weser-Bahn tracks. A series of switches connect all four tracks.
As we look southward, the high-speed line descends. The Main-Weser-Bahn initially ascends. The two tracks of the Main-Weser-Bahn merge. The Oberzwehren stop follows. The route then curves eastward away from the high-speed line.
At the southern edge, the high-speed line continues in its tunnel. It passes under the A49 autobahn. The Main-Weser-Bahn crosses the highway just east of the tunnel.
Both ends of the tunnel have trough structures. The structure lies between track kilometers 148.335 and 149.480. Trains can travel at 170 km/h towards Hannover. They can reach 180 km/h towards Würzburg.
Two emergency exits are located at these coordinates: 51°16′14.2″N, 9°27′15.5″E and 51°16′34″N, 9°27′11.9″E.
Before this structure, the Main-Weser-Bahn ran on a 20-meter-high embankment. Tall poplars lined both sides. During construction, workers cut down the poplars. They lowered the embankment by about 3 meters. Soundproof walls were erected. In Oberzwehren, soundproof embankments rose 2 to 10 meters high. West of the Keilsberg, there was a 5 to 10 meter deep cut.
In 1983, planners envisioned a 60-meter-wide and 17-meter-high embankment. Residents feared the dam would affect the local climate. The German Weather Service assessed these concerns in 1984. They recommended planting vegetation on the embankments and changing two sections.
In 1984, the tunnel was planned to be 1147 meters long and cost 69.7 million DM.
Construction began in October 1988. This marked the start of the last major project on the new line. During construction, about 240,000 cubic meters of soil were excavated. 72,000 cubic meters of concrete were used. Two pedestrian bridges were also built.
In 1988, the construction time was estimated at 34 months. The planned investment was 55 million DM. The Kreuzungsbauwerk Oberzwehren fully opened in 1991.
This ingenious structure allows trains to travel efficiently. It minimizes disruption to the surrounding area. The Kreuzungsbauwerk Oberzwehren stands as a testament to German engineering. It showcases innovative solutions in railway construction. A blend of functionality and thoughtful planning.