Übersetzung für "Umleitungsstrecke" in Englisch

The Hof–Naila–Marxgrün–Lobenstein–Triptis–Gera route was part of such a diversion between southern and central Germany.

In particular, the line was a possible detour route of military strategic importance.

The leading horses were already gone as there was a detour for them on the route before.

It also serves as a detour route for passenger traffic when tracks are closed in the Dortmund Hauptbahnhof area.

It also serves as an important diversion route for the Intercity-Express and Intercity services on the Hanover–Hamburg railway.

However it also acts as a diversionary line in case of difficulties on the Munich–Rosenheim railway.

The electrification of the line has been discussed on several occasions as a diversion route for the Gäu Railway between Horb and Stuttgart.

From January to December 1996, the bridge was used as a two-lane detour route for traffic.

Traffic along the recommended diversion route frequently comes to a standstill as a result.

The track is occasionally used, however, between Hamm and Horstmar junction as a detour route for passenger trains on the main Dortmund–Hamm line.

However, local authorities and rail enthusiasts joined together and campaigned to save the S&C, pointing out that British Rail was ignoring the S&C's potential for tourism, ignoring the need for a diversionary route to the West Coast main line, and failing to promote through traffic from the Midlands and Yorkshire to Scotland.

Nevertheless, in 1972 the line to Nordlinger was electrified as an alternative route for traffic between Stuttgart and Munich to the line via Ulm for the Olympic Games in Munich.

As regards train operations crossing more than one network, the infrastructure managers concerned should coordinate to minimise impact of capacity restrictions on the traffic and to synchronise works on a given route or avoid restricting capacity on a diversionary route.

During the Second World War, the Triptis–Marxgrün railway was used as an alternative route for north-south traffic, because it was a long way from centres of population that were vulnerable to bombing raids.

From 1993 to 1995, the section from Biederitz to the connecting curve to the Berlin-Blankenheim railway at Güterglück was part of a long-distance route served by Intercity-Express and Intercity trains from western Germany to Berlin during the upgrading of the Berlin–Magdeburg Railway, when the Güterglück–Belzig–Berlin-Wannsee was used as a detour at speeds up to 160 km/h.

After the nationalisation of the line in 1880 the Wuppertal Northern Railway therefore was used only for a modest regional passenger services and as relief line to the main route and as a detour when required.

Since 2002, the line to Leipzig-Plagwitz has only been used as an occasional diversion route for freight or regional traffic.

The route is regularly used for freight to and from the Norderstedt industrial railway (Norderstedter Industriebahn) and is required as a detour route when the Hamburg-Elmshorn-Neumünster line is blocked for long-distance freight trains.

The Nuremberg–Ansbach section is used as an alternative route when problems occur for long distance services between Nuremberg and Würzburg (via Uffenheim) and Nuremberg and Treuchtlingen (via Gunzenhausen) and to relieve the Nuremberg–Würzburg railway of some of its freight traffic.

In the event of disruptions in the vicinity of Hannover Hauptbahnhof, the line is sometimes used as a detour for long-distance trains, so IC or ICE services can also be seen here from time to time.

As part of the upgrade of this route, Marxgrün station was given a mechanical signal box and semaphore signals for its approach and departure tracks.

In addition, during the two world wars and the occupation of the Ruhr, the line together with the Wiehl Valley Railway was historically significant as a diversion route for coal trains and other important traffic.

At the end of the detour path 10, these carriers 6 with excess cops 21 reach the tube return path 11, and from there are transported to the main delivery path 7 again, via the secondary transport path 28 and the connecting path 24, as described.

A detour path is provided to assure that cops not delivered to the branch paths can later be redistributed to the remaining branch paths.

Within this time period, a stop device 27, which is disposed upstream of the tube return path 11, is closed in order to temporarily hold back carriers 6 mounted with excess cops 21 that are being delivered to the return path 11 along the detour path 10.