Eberswalde – Frankfurt (Oder) railway line
|Eberswalde Hbf - Frankfurt (Oder)|
|Route number :||6758 (Eberswalde Hbf - Werbig above)
6156 (Werbig above - Frankfurt [Oder])
|Course book section (DB) :||209.60|
|Route length:||86.0 km|
|Gauge :||1435 mm ( standard gauge )|
Eberswalde Hbf - Wriezen: 60 km / h
Wriezen - Werbig above: 80 km / h
Werbig above - Frankfurt (Oder): 100 km / h
|Dual track :||Boossen – Frankfurt|
The Eberswalde – Frankfurt (Oder) railway is a single-track railway line in the districts of Barnim and Märkisch-Oderland and the independent city of Frankfurt (Oder) in the state of Brandenburg . The section from Eberswalde to the Werbig junction is now a branch line , the southern section to Frankfurt (Oder) is a main line. The approximately 86 kilometer long connection is used by the RB 60 line of the Niederbarnimer Railway .
The train begins at Eberswalde Hauptbahnhof and runs north of it from the main Berlin – Stettin line towards the east. The connection from the north to this route has been dismantled. The route initially runs parallel to the Finow Canal and swings to the southeast behind Niederfinow train station . Parallel to the Alte Oder , which marks the western end of the Oderbruch , the railway runs via Bad Freienwalde (Oder) and Wriezen , both former railway nodes, to the Werbig tower station , where the Prussian Eastern Railway crosses . Behind Werbig it goes south via Seelow to the terminal station Frankfurt (Oder) . The disused connection from Küstrin-Kietz ends at Boossen station .
From the beginning until 1945
The line was built in 1865/66 as a single-track main line by the Berlin-Stettiner Eisenbahn-Gesellschaft (BStE) and started operating on December 15, 1866 between Eberswalde and Wriezen as a branch line of local importance. The main concern was to develop the Oderbruch by rail. However, the continuation of the railway in the direction of Frankfurt (Oder) was soon requested. The implementation of this project took another ten years to come and only became relevant with the simultaneous construction of the Breslau – Stettin line by the Wroclaw-Schweidnitz-Freiburg Railway Company . The latter wanted to use this train to create a direct connection between the Upper Silesian coal mining area and the Baltic Sea. As the BStE anticipated a drop in sales, a largely parallel connection was created to the left of the Oder, using existing sections of the Lower Silesian-Märkische Bahn and the Stettin trunk line. The extension to Frankfurt (Oder) went into operation in three stages.
- Letschin July 1, 1876: Wriezen–
- Seelow January 1, 1877: Letschin–
- May 15, 1877: Seelow – Frankfurt (Oder)
Together with the 30-kilometer Angermünde – Freienwalde line , which opened on January 1, 1877, a second direct rail line was created between Breslau and Stettin . Although the railway was linked to existing junctions such as Frankfurt (Oder), it did not achieve the same importance as the route to the right of the Oder and thus played a role primarily for local traffic.
Between Freienwalde and Frankfurt (Oder) intermediate stations in Wriezen, Neu-Trebbin, Letschin, Seelow and Schönfließ were built during the construction of the line . In July 1880, the Werbig tower station followed at the intersection with the Ostbahn to Berlin and the train station in Alt-Ranft. In May 1881 the stations in Boossen and Dolgelin were opened, in 1882 a connecting curve for goods traffic to the Ostbahn was built in Werbig. Sietzing also got a train station at that time. Later the Carzig stop and in the 1930s Libbenichen were set up.
After the nationalization of the BStE in 1879, the operation was transferred to the Prussian State Railways , the entire route was under the Royal Directorate of the Berlin-Stettin Railway (from 1905 Royal Railway Directorate Stettin). This initiated the double-track expansion of the line between Eberswalde and Freienwalde in 1905.
At the beginning of the 20th century, plans arose to set up a separate marshalling yard due to the limited space in the Frankfurt (Oder) train station. After several discussions about the location of the new station, it was finally built on the Eberswalder line between Frankfurt (Oder) and Boossen. The route had to be shifted to the east in sections, the Boossen station was relocated. Work began on April 1, 1910, and at the beginning of the First World War , the plant was essentially completed. Because many of the tracks were occupied by the military during the war, it was not put into operation until 1917. There were connecting routes from Rosengarten on the route to Berlin and from Boossen to the Kunersdorf desert junction near Lebus in the direction of Küstrin . The route between Boossen and Frankfurt (Oder) has been expanded to two tracks.
In 1926 a railcar shuttle service was set up between Frankfurt (Oder) and Boossen, which was primarily intended to open up the extensive facilities of the marshalling yard. A separate platform was laid out in the Frankfurt (Oder) train station for the train, popularly known as the pendulum , at about the same height as today's tram stop. During the 1944/45 timetable period, around nine pairs of trains ran along the timetable route 123d between Berlin , Eberswalde and Wriezen, and around four pairs of trains between Wriezen and Frankfurt (Oder). There were additional suburban trains between the Frankfurt suburb of Boossen and Frankfurt (Oder), which ran almost every hour as the 123e route book. The trains running to and from Eberswalde did not stop at the three intermediate stations of the Paulinenhof, Simonsmühle and Gronenfelde shuttle train.
On November 16, 1940, a through freight train collided head- on with an early morning train on a single-track route between Carzig and Schönfließ Dorf . In Schönfließ Dorf, the locomotive driver of the freight train had ignored the planned stop and the exit signal showing "Halt". The accident left nine dead and 21 injured.
During the fighting for Berlin at the end of World War II in 1945, the route was in the main combat area. The Wehrmacht deployed a special armored train from Schönfließ (Mark) . As a result of the fighting, the route was badly affected and many bridges were destroyed.
Development after 1945
After the Second World War, the second track between Eberswalde and Bad Freienwalde was removed for reparation purposes. After severe war damage, many sections of the line had to be rebuilt, more than half of all bridges were destroyed. In March 1947 a severe flood caused new damage.
The shuttle train between Frankfurt (Oder) and Boossen as well as the intermediate stops Simonsmühle and Paulinenhof were given up in 1945, as was the direct line of passenger trains from Bad Freienwalde via Eberswalde to Berlin. With the establishment of the Oder-Neisse Line , however, the route also gained in importance, as it was used as a strategic railway due to its proximity to the border . It was also of interest as a bypass option for the Berlin hub. In 1952 the Deutsche Reichsbahn built a direct connecting curve from the line to the north near Eberswalde in order to relieve the Eberswalde station. It was particularly important for freight traffic. A large part of the coal trains between the Lusatian lignite mining district and the north of the GDR were carried over the route.
Since the 1960s, direct express trains have been running from Angermünde via Bad Freienwalde on to Frankfurt (Oder), often further south. Occasionally there were also summer trains from Saxony to the Baltic Sea coast over the route. For example, in 1983 an Angermünde – Dresden express train, an Angermünde – Frankfurt (Oder) express train (with a connection from Schwedt) and a summer express train from Stralsund to Zittau ran over the route. There were also six pairs of passenger trains over the entire route, some amplifiers between Eberswalde and Bad Freienwalde or Wriezen and the trains between Kietz (today Küstrin-Kietz again) and Frankfurt (Oder), which, after the direct route was dismantled in 1945, started the route from Eberswalde with used.
Since the early 1960s, the section from Eberswalde to the Werbig connecting curve has only been a branch line . The southern part of the line remained the main line and was expanded to a speed of up to 100 km / h. At the end of the 1980s, the electrification of the line was under discussion; the political change in the GDR and the resulting economic changes put an end to these considerations. In passenger transport, the two-tier offer with local and express trains was initially retained. In the 1993/1994 timetable, three express trains ran from Eberswalde with stops in Bad Freienwalde, Wriezen, Werbig and Seelow to Frankfurt (Oder), two of them on to Dresden. The intermediate stops on the middle section of the route were each served by six pairs of passenger trains, while the number of services on the outer sections was denser. In 1994 the offer was fundamentally changed. The stops in Sietzing, Dolgelin, Libbenichen, Carzig and Schönfließ Dorf were closed, and continuous trains ran every two hours on the remaining stations. The trains to Küstrin stopped in Boossen and Frankfurt (Oder) -Klingethal until 1996.
From 2000 to 2014 the trains ran back to Berlin via Eberswalde. The trains ran every hour to Wriezen and every two hours to Frankfurt. After the cancellation of the connection Tiefensee – Wriezen via the Wriezener Bahn (1998), a direct connection between Berlin and Wriezen was offered again. Line RB 60 was named RE 7 for one year after being extended to Berlin-Lichtenberg station , then renamed again. In 2004, the Ostdeutsche Eisenbahn-Gesellschaft (ODEG) took over passenger traffic on this line, which was then designated as OE 60 . With the timetable change on December 9, 2012, the line designation was standardized to RB 60 .
Since the timetable change on December 14, 2014, the Niederbarnimer Railway has operated passenger traffic along the route. Diesel railcars of the type Stadler Regio-Shuttle RS1 are used . The trains run every two hours, on weekdays between Eberswalde and Wriezen every hour. At the end of 2008 the railway planned to convert the main line from Frankfurt (Oder) to the Werbig branch into a branch line. The maximum speed of 100 km / h for passenger trains should remain, the few freight trains can then travel at a maximum of 80 km / h.
In 2015, the platform of the Werbig station was modernized, which since then, with a height of 55 centimeters, allows stepless access to the regional trains, but can only be reached via stairs. Since December 11, 2016, the trains have been running in the section between the Wriezen and Werbig stations in train control to Ril 436 (ZLB) . The dispatcher at Wriezen station takes on the task of train conductor. The EZMG signal boxes of the Soviet design at the Letschin and Neutrebbin stations went out of service, new fallback switches in Neutrebbin continue to enable train crossings. The guard signal box in Wriezen station also went out of service. In addition, a new train radio system was installed for the section. By 2017 the culverts were km 83.9; km 86.8; km 97.3 renewed and further measures to increase the line speed from Wriezen to Werbig to 80 km / h. This means that there is again a connection to the RE 1 in the direction of Berlin in Frankfurt (Oder) .
With federal and state funds, the main platform of the Seelow (Mark) train station was modernized and made barrier-free in 2018 . Since then this has a length of 95 meters and a height of 55 centimeters.
Bridges at Werbig were replaced by new buildings in 2018/2019.
The state of Brandenburg is aiming to compress the previous 2-hour cycle of the regional train line RB 60 in the Wriezen - Frankfurt (Oder) section to an hourly cycle. A corresponding notification from the state for 300,000 euros to finance the preliminary planning for the necessary route expansion was sent to Deutsche Bahn in mid-2020. As part of the project, a second platform is to be built in Seelow (Mark) so that trains can meet there on the otherwise single-track route. Furthermore, adjustments to the train protection technology are necessary, which means that the current speed restrictions in the Letschin and Neutrebbin stations can be dispensed with. The actual renovation work is expected to begin in 2023 and be completed by the end of 2025. The costs are estimated at around 7.3 million euros and financed with funds from LuFV III . When the timetable changes, there will be a continuous hourly service on the entire Eberswalde - Frankfurt (Oder) route.
On September 28, 1978, two through freight trains collided head-on in Seelow. The cause on the route that was not yet equipped with a route block was the exit signal in the direction of Dolgelin which was inadvertently not reset to "Stop". As a result, the train 57 526 coming from Berlin, instead of stopping regularly, entered the track section on which the train 51 583 coming from Frankfurt was also scheduled. One person was killed and another seriously injured. After the accident, Seelow train station received a new relay interlocking .
- Lothar Meyer, Horst Regling: Railway junction Frankfurt / Oder. The gateway to the east . transpress, 2002, ISBN 978-3-613-71126-6 .
- Eberswalde – Frankfurt (Oder) railway line at www.eberswalde-ffo.de
- The sections Frankfurt (Oder) –Werbig ( memento from June 6, 2012 in the Internet Archive ), Werbig – Wriezen ( memento from June 8, 2012 in the Internet Archive ) and Wriezen – Eberswalde ( memento from June 13, 2012 in the Internet Archive ) staehlernestrassen.de
- Consideration of increasing the line speed in the Eberswalde – Wriezen section ( Memento from August 4, 2005 in the Internet Archive )
- Frankfurt marshalling yard and Boossen station (Eisenbahnfreunde Frankfurt)
- Meyer, Regling, Frankfurt / Oder railway junction. The Gateway to the East , pp. 44–45.
- Railway accidents. The black days of railway history. Buckower Kleinbahn, accessed October 1, 2016 .
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- BAHN REPORT 1/2009
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- Hourly service on the Wriezen - Frankfurt (Oder) railway line in sight - pre-planning can begin. Ministry of Infrastructure and State Planning, July 1, 2020, accessed on August 3, 2020 .