Celle – Soltau railway line

Celle – Soltau railway line
Route number (DB) :	9170
Course book section (DB) :	159 (1976)
Route length:	58.9 km
Gauge :	1435 mm ( standard gauge )
Top speed:	60 km / h
Legend former route from Neuenkirchen 58.9 Soltau (Han) Süd (PV discontinued) from Soltau (Han) Soltau transfer station Route to Lüneburg 55.2 Bassel A 7 52.1 Lührsbockel 47.3 Wietzendorf 45.2 Little America 41.0 Becklingen 38.6 Ward Bohemia 36.6 Bleckmar 32.8 Bergen (b Celle) north 32.5 Bergen (b Celle) from Bergen (b Celle) warehouse station 31.3 Bergen East 30.6 Wohlde (mountains) 29.4 Dohnsen (Bergen) 26.7 Beckedorf Route to Munster 23.1 Theses 20.7 Jelly (Han) Örtze 18.5 Eversen 16.5 Altensalzkoth 12.2 Hustedt 11.0 Klosterforst Hustedt Connection barracks 8.8 Shy former connection to Garßen until 1910 Route from Hamburg 5.7 Silbersee in the 1950s 5.4 Vorwerk Line from Wittingen 2.0 Celle suburb 52.79 m 0.0 Celle north 37.5 m Route to Celle Pbf Swell:

The standard gauge railway line Celle – Soltau is located in Lower Saxony . It belongs to the East Hanoverian Railways .

history

Beckedorf train station, today a music bar

Orphaned ramp of the former Wohlde train station

The initiative to build a railway to Bergen came from the district of Celle. The Bergen-Beckedorf-Garßen section was opened on April 23, 1902 by the Garßen-Bergen railway . The end point at Garßen came about because no agreement could be reached with the city of Celle on the route in the area of ​​the city. After the approval of the Celle – Wittingen small railway , however, a solution could be found in the form of an introduction to their route. So more than two years later, on December 13, 1904, the line to Celle-Vorstadt on the Celle-Wittingen railway was put into operation, enabling direct traffic to Celle. Passenger traffic to Garßen was thus given up, freight traffic (handover to the state railway) on September 1, 1910, but the railway facilities in Garßen were not finally dismantled until the 1930s.

On April 23, 1910, the railway line was extended from Bergen to Soltau and also from Beckedorf to Munster. For this purpose, a new GmbH Kleinbahn Celle-Soltau and Munster was founded, in which, in addition to the previous owners, the districts of Fallingbostel and Soltau and several neighboring communities were involved. An operating community was agreed with the Kleinbahn Celle-Wittingen.

In the course of the upgrade, several connections to military camps were created (Scheuen, Bergen). The traffic grew as a result. Since 1940, the railway was no longer treated as a small railway, but as a public transport railway; this was expressed in the new company Eisenbahn Celle-Soltau, Celle-Munster .

Between 1989 and 1992, large parts of the route were renewed with Y-sleeper superstructure. It is the most heavily used route on the OHE.

After the most important subway stations were equipped with electric pushbutton interlockings, a remote control of the route via a system from Siemens from Celle could be put into operation in 1969. Only the Soltau Süd station was served locally by the Ssf signal box. Since 2000, the signal box Ssf has also been operated by the dispatcher in Celle Nord. There is a remote-controlled central block with a train-end transmitter. This remote control system was the second ever on German railways. The line is operated as the last of the OHE lines in train detection mode according to the FV-NE driving regulations .

traffic

Passenger traffic was initially low (1904: 69,000 people), but increased to 250,000 after the extension to Soltau and Munster. Military transports increased the numbers considerably in the First and Second World Wars . At least three to four pairs of trains ran daily between Celle and Soltau as well as Celle and Munster. From 1950 on, there were also express trains from Celle to Soltau to Lüneburg. Between 1953 and 1959 there was also passenger traffic to the Bergen warehouse station.

The passenger trains were introduced to the DB station in Celle from 1959 and in 1961 to the DB station in Soltau , which brought advantages for passengers transferring. Most recently it was mostly railcars, some with sidecars, which took over the traffic. Buses were not used until 1967, and rail traffic was then withdrawn bit by bit. In the 1970s, rail passenger traffic was discontinued: on May 30, 1975 between Bergen and Soltau, and on May 31, 1976 the remaining traffic between Celle and Bergen.

Agricultural products were predominantly transported in freight traffic, and timber removal also played a role. There was almost only industry in Celle. In addition, the military traffic to the various connections of the military facilities was important. Even after the Second World War, military installations were added, and tank loading ramps were built at several train stations.

Until 1978, there were also continuous DB trains in freight traffic, as the distances were shorter than on DB routes, which last amounted to 135,000 t per year. In 2006 a freight train was still running three times a week, as well as transports on demand and transports carried out by OHE on Deutsche Bahn routes. Recently, however, there have been political considerations to reactivate passenger traffic.

literature

• Gerd Wolff: German small and private railways. Volume 10: Lower Saxony 2. Between Weser and Elbe. EK-Verlag, Freiburg 2007, pp. 226-258, ISBN 978-3-88255-669-8 .

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ↑ By train to Bergen? ( Memento of the original from May 28, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Cellesche Zeitung, August 7, 2013