Berlin – Halle railway line

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Berlin Anhalter Bf – Halle (Saale) Hbf
Section of the Berlin – Halle railway line
Route number (DB) : 6132
Course book section (DB) : 250
Route length: 161.6 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Power system : 15 kV, 16.7 Hz  ~
Top speed: 200 km / h
Dual track : continuous
BSicon tSBHF.svgBSicon exKBHFa.svg
0.0 Berlin Anhalter Bahnhof
BSicon tKRZW.svgBSicon exhKRZWae.svg
Landwehr Canal
BSicon tABZgr.svgBSicon exSTR.svg
to Wannsee
BSicon tSTR.svgBSicon exDST.svg
Berlin Anhalter Gbf
BSicon tKRZ.svgBSicon xABZg + r.svg
from Berlin Central Station
BSicon tSTRe.svgBSicon STR.svg
BSicon SHST.svgBSicon STR.svg
1.7 Berlin Yorckstrasse
BSicon TSBHFu.svgBSicon TBHFu.svg
3.6 Berlin Südkreuz (until 2006 Papestrasse) Ringbahn
BSicon BRÜCKE1.svgBSicon BRÜCKE1.svg
A 100
BSicon STR.svgBSicon ABZg + l.svg
from the Ringbahn
BSicon STR.svgBSicon eDST.svg
Berlin-Tempelhof marshalling yard
BSicon STR.svgBSicon ABZgl.svg
5.0 to Dresden
BSicon SBHF.svgBSicon STR.svg
5.2 Berlin Priesterweg
BSicon ABZgl.svgBSicon KRZu.svg
to Blankenfelde
BSicon SBHF.svgBSicon STR.svg
6.6 Berlin south end
BSicon hKRZWae.svgBSicon hKRZWae.svg
6.9 Teltow Canal
BSicon SHST.svgBSicon STR.svg
7.9 Berlin-Lankwitz
BSicon SBHF.svgBSicon HST.svg
9.2 Berlin-Lichterfelde East
BSicon SHST.svgBSicon STR.svg
(10.7) Berlin Osdorfer Strasse
BSicon SBHF.svgBSicon STR.svg
(11.6) Berlin-Lichterfelde South
BSicon STR + GRZq.svgBSicon STR + GRZq.svg
State border Berlin / Brandenburg
BSicon xABZgr.svgBSicon STR.svg
to Teltow city
BSicon eBS2l.svgBSicon BS2r.svg
   
Outer ring of goods
Station, station
14.2 Teltow
   
Teltower Railway
Station, station
18.4 Large berries
   
to the GVZ Großbeeren
Gleisdreieck - straight ahead, to the right, from the right
19th, 0 to / from the Berlin outer ring
Plan-free intersection - below
20th, 0 Berlin outer ring
   
to the former IFA connecting railway
   
20.5 from the Berlin outer ring
   
21.1 Birkengrund North (until 1994)
Station, station
22.5 Birch ground
Road bridge
A 10
Station, station
24.5 Ludwigsfelde
Road bridge
B 101
Station, station
30.3 Thyrow
Station, station
34.3 Trebbin
Road bridge
B 246
Bridge over watercourse (medium)
Nuthe
   
40.2 Scharfenbrück
Stop, stop
46.1 Woltersdorf / Nuthe glacial valley
Station, station
49.8 Luckenwalde
Road bridge
B 101
   
54.8 Forst-Zinna (until 1994)
   
58.6 Grüna - Zinna Monastery (until 1994)
   
from Zossen
Station, station
62.8 Jueterbog
Bridge (medium)
B 102
   
to Potsdam
   
to Röderau
   
Abzw Dennewitz Potsdam
Station, station
69.2 Niedergörsdorf
Stop, stop
75.1 Blönsdorf
   
State border Brandenburg / Saxony-Anhalt
   
79.0 Klebitz (until December 13, 2014)
Station, station
84.0 Zahna
Stop, stop
87.5 Bülzig
Stop, stop
89.4 Zörnigall
   
from Falkenberg / Elster
Station, station
94.8 Lutherstadt Wittenberg Hbf
   
to Rosslau
Bridge (medium)
B 187
   
95.7 Wittenberg Elbe Bridge (333 m)
Station, station
98.3 Pratau
Gleisdreieck - straight ahead, to the left, ex from the left
to Torgau
Road bridge
B 2
Stop, stop
104.2 Bergwitz
   
to Kemberg
Station, station
111.6 Radis
Road bridge
B 100
Station, station
116.1 Graefenhainichen
   
116.8 to Oranienbaum
   
121.3 by Oranienbaum
Station, station
121.5 Burgkemnitz
Station, station
126.2 Muldenstein
   
Northern Mulde flood bridge (192 m)
   
127.8 Mulde bridge (262 m)
   
Leine bridge (98.5 m)
   
from Dessau and from Stumsdorf
Road bridge
B 183
Station, station
131.6 Bitterfeld
Road bridge
B 100
   
to Leipzig
Road bridge
B 184
Station, station
138.6 Roitzsch (Kr Bitterfeld)
Road bridge
B 183a
Stop, stop
142.0 Brehna
Road bridge
A 9
Station, station
146.7 Landsberg (near Halle / Saale)
   
from Niemberg
Stop, stop
152.0 Hohenthurm
   
to Cottbus
Road bridge
A 14
   
from Cottbus
   
from Magdeburg
   
from Halberstadt
Station, station
161.6 Halle (Saale) central station
Route - straight ahead
to Hann. Münden , to Erfurt , to Bebra and to Leipzig

The Berlin – Halle line is a double-track, electrified main line in the states of Berlin , Brandenburg and Saxony-Anhalt . It was originally built and operated by the Berlin-Anhalt Railway Company . In the Berlin area, the name Anhalter Bahn is common for them .

The route runs from Berlin via Jüterbog and Wittenberg to Halle (Saale) . It is part of the Berlin – Palermo railway axis . In Berlin , the line of the Berlin S-Bahn, known as the Anhalter Vorortbahn , runs parallel to the mainline line .

history

Prehistory and construction

The Berlin-Anhaltische Eisenbahn-Gesellschaft was one of the most important railway companies in Germany for more than four decades in the 19th century. In addition to the actual Anhalter main line, which connected Berlin with the Duchy of Anhalt , it created a network of important rail connections between Berlin and the northern part of the Kingdom of Saxony and the Prussian province of Saxony , which ultimately covered a length of around 430 kilometers.

In 1840/1841 the main line of the BAE from Berlin Anhalter Bahnhof via Jüterbog, Wittenberg, Dessau to Köthen was inaugurated in several stages. At Köthen station there was a connection via the Magdeburg-Leipzig railway to Halle and Leipzig. The route from Berlin to these cities was significantly shortened in 1859 when the direct route from Wittenberg to Bitterfeld and on to Halle and Leipzig went into operation.

Before the First World War

Bridge of the Berlin-Anhalt Railway over the Landwehr Canal, above the elevated railway viaduct, around 1900
The Anhalter Steg instead of the old railway bridge, shortly after the former depot of the Anhalter Bahnhof over the Berlin Landwehr Canal ; upper bridge: U1

The Anhalt line belonged to her opening to the main trunk railway lines in Germany. From here the first express trains ran from Berlin to Halle, Leipzig, Frankfurt am Main and Munich, as well as to Dresden – Prague – Vienna via Jüterbog and Röderau. Berlin was finally connected to Vienna , Rome and Athens via the Anhalter Bahn .

As a route of the Deutsche Reichsbahn

From 1923, an FD train pair was one of the first long-distance express trains to run from Berlin via Halle and Erfurt to Frankfurt am Main. In 1935, express railcars of the Deutsche Reichsbahn followed in the same relation . In the long-distance train network of 1939, the section between Berlin and Bitterfeld had the highest traffic volume in Germany with 33 long-distance train pairs per day due to the bundling of train connections to Rhine-Main and southern Germany.

After the Second World War

Papestrasse S-Bahn station (lower platform), the Ringbahn in the background, 1986

The Anhalter Bahn facilities in the Berlin area had been badly damaged by the effects of the war and only poorly repaired. As a result of the division of Berlin, the Deutsche Reichsbahn let many express trains run to stations in East Berlin after the war . From the direction of Halle and Leipzig this was only possible in 1951, when the first sections of the Berlin outer ring were completed . The connection via the Anhalter Bahn directly to Berlin and the Anhalter Bahnhof in Berlin-Kreuzberg, which was badly damaged in the war , were closed on May 18, 1952. The long-distance trains of the GDR internal traffic then drove to East Berlin to the terminus Ostbahnhof , Lichtenberg or Schöneweide . Most regional traffic trains ended in Teltow until the Wall was built , from where there was a connection to the S-Bahn on the Anhalter suburban railway to Berlin, of course after personal control.

After the wall was built, the section to Teltow remained as a branch line. Some regional trains coming from Ludwigsfelde were carried on via the outer ring to Schönefeld and Schöneweide, but the passenger train service was rather moderate.

In long-distance traffic between Berlin and Halle / Leipzig, however, the route was one of the busiest in the GDR. The section Berlin – Bitterfeld was z. B. 1989 year-round used by more than 30 pairs of express and express trains, there were also a number of trains that only run in summer and some weekend amplifiers. A good half of them stopped in Bitterfeld and Lutherstadt Wittenberg, some in Jüterbog and a few in Luckenwalde. There were express trains, some of which had already come from the Baltic coast, via Halle and Erfurt to Meiningen, via Leipzig to Zwickau and Aue and to Gera and Saalfeld. In addition to the network of the Deutsche Reichsbahn, trains ran from Berlin to Karlsbad and from Rostock to Munich . Most transit trains from Berlin to the Federal Republic went via Dessau and only reached the Berlin – Halle route in Bitterfeld, only in exceptional cases at the Dennewitz junction near Jüterbog.

From 1976, the line became an important core line of this type of train , especially on the Berlin – Bitterfeld section with the new city ​​express network of the Deutsche Reichsbahn .

List of city express trains (Ex) on the route (as of May 31, 1991)

  • Ex 100/107 Elstertal Gera –Leipzig – Berlin
  • Ex 160/167 Sachsenring Zwickau - Berlin
  • Ex 150/157 Rennsteig Meiningen - Suhl - Erfurt - Berlin
  • Ex 151/156 Berlin Bear Berlin – Leipzig – Erfurt
  • Ex 162/163 Thomaner Leipzig- Berlin
  • Ex 166/161 Lipsia Leipzig – Berlin

After 1990

With German reunification , the Anhalter Bahn initially lost its importance. With the abolition of border controls between the two German states, the transit trains lost their special status; the city express trains were discontinued on May 31, 1991. The scheduled travel time between Leipzig and Berlin in 1990 was around two and a half hours. The first Intercity and Interregio trains ran in peripheral locations, and regular timetables were only introduced in the following years.

The following lines operated on the Anhalter Bahn after the fall of the Wall :

  • IC line 8 - Berlin – Leipzig – Nuremberg – Munich.
  • IR line 15 - Berlin – Halle – Erfurt – Frankfurt am Main.

In 1991, the expansion of the railway line from Berlin to Halle and Leipzig began as the German Unity Transport Project No. 8.3 . Planning began in 1992. At the beginning of 1993, the cost of expanding the Berlin – Bitterfeld section for 160 km / h was estimated at 1.95 billion Deutschmarks. A later speed increase to 200 km / h was planned. In the spring of 1993 the estimated costs were 2.296 billion DM, of which 710 million in the state of Brandenburg (76 km) and 59 million in the state of Berlin (19 km).

A first, five-kilometer-long section between Diedersdorf and Genshagener Heide on the Berlin outer ring , over which traffic in the direction of the Anhalter Bahn ran at the time, was put into operation on December 22, 1992 after a five-month construction period. On May 22, 1993, this section was extended by 11 km to Berlin-Schönefeld Airport. In mid-1994, it was possible to drive 160 km / h on around 30 kilometers between Berlin and Bitterfeld. After eleven months of full closure, the Halle – Bitterfeld section, which had been expanded for 160 km / h, went back into operation on May 28, 1995. The planned construction time of two years was thus shortened. By the mid-1990s, the expansion had progressed so far that a continuous line maximum speed of 160 km / h was reached.

In 1995 it was planned to complete the work in 1999 and invest a total of 3.5 billion D-Marks . The travel time between Halle / Leipzig and Berlin should be less than an hour.

Various line improvements were made in the course of the expansion, all level crossings removed and all train stations modernized. A radio train was provided. The scheduled travel time between Berlin and Leipzig had dropped from 142 minutes (1990) to 100 minutes (1995).

The expansion to a top speed of 200 km / h dragged on until 2006. After the Hanover – Berlin high-speed line went into operation in 1998, a journey between Berlin and Munich took this route and continued via Fulda and Würzburg until the end of May 2006, faster than via Halle.

On April 30, 2000 electronic interlockings (ESTW A) went into operation in Luckenwalde and Trebbin, which were connected to the ESTW Jüterbog, which was already in operation. From December 2002, IC line 8 was converted to operate with ICE tilting technology trains .

After the decision in favor of the so-called “ mushroom concept ”, the planning and construction measures for the restoration of the Anhalter Bahn in the Berlin urban area were started. The new central Berlin main station was to be connected to the Anhalter Bahn via the north-south long-distance railway . To this end, the Berlin – Leipzig route was upgraded for high-speed travel at speeds of up to 200 km / h in 2005 and 2006. By the end of 2011, a total of 1.653 billion euros had been invested in the expansion of the routes between Halle, Leipzig and Berlin. Investments of 10 million euros are still pending.

In the Berlin area, the 16.9 km long section of the Anhalter Bahn between the Südkreuz station and Ludwigsfelde was rebuilt. The design speed in Berlin was 160 km / h, otherwise 200 km / h. In addition to 18 bridges, the regional traffic stations in Großbeeren , Teltow and Lichterfelde Ost were also renewed. A later four-track expansion of the line was taken into account in the planning.

The long-distance tracks of the Anhalter Bahn, which went into operation on May 28, 2006, are used by ICE trains in the direction of Leipzig , Nuremberg and Munich. The travel time for long-distance traffic between Berlin and Leipzig main station was reduced from 108 minutes (from Zoo station) to 73 minutes (from main station). According to DB information, around a fifth more passengers were counted in the first week of operation. The private long-distance train Interconnex and several regional express and regional train lines also operate on the route.

According to information from Deutsche Bahn, the number of ICE passengers on the route increased by 45 percent between the beginning of 2005 and May 2007. Another press release from the company cites the value of 45 percent as a year-on-year increase in the first four months of 2006 and 2007.

On August 1, 2012, the Federal Railway Authority prohibited operation on a 15 km long section between Halle and Bitterfeld after the Y-steel sleepers laid in the slab track had rusted through so badly that the track stability was endangered. The ballasting of the sleepers and their covering for reasons of soundproofing meant that rainwater did not flow off and thus promoted corrosion. The problems with the sleepers installed in the mid-1990s had previously forced speed restrictions from initially 160 to 120 km / h and then to 50 or 30 km / h. The trains were diverted via Delitzsch .

The dismantling of the previous carriageway began at the end of 2012. The line was then given a new slab of slab track. According to its own information, Deutsche Bahn invested a double-digit million euro amount in the renovation.

Since June 29, 2013, the route has been driven again at a top speed of 160 km / h. A plan approval procedure for an increase to 200 km / h should be opened in June 2013. At the end of 2012, it was planned to finish the corresponding work in 2015, and later in 2017. The ETCS equipment required to increase the speed to 200 km / h is currently planned for 2020.

The Walter type slab track, which was installed around 1995 on a 4.7 km long section between Peißen and Hohenthurm, was largely replaced by a slab track with a layer of asphalt between December 27, 2016 and May 14, 2017 as part of a full closure.

In the area of ​​the main station in Halle , further expansion measures are planned in the next few years. These include the northern integration of the Berlin – Halle / Leipzig line (VDE 8.3) and the renewal of the track and overhead line systems in the station area. Two new electronic interlockings will replace twenty previous interlockings. At the end of October 2012, the associated financing agreement for 252 million euros was signed, of which the federal government is contributing 223 million euros.

According to Deutsche Bahn, the market for long-distance travel between the Berlin and Halle areas (all modes of transport) has a volume of around 2500 journeys per day.

On November 11, 2019, the route between Berlin Südkreuz and Großbeeren Süd was declared a congested rail route.

Development of travel times

During 2007, the first complete annual timetable since the upgraded line went into operation, the shortest scheduled travel time between Leipzig Central Station and Berlin Südkreuz in the north was 57 minutes for an ICE daytime train with no further stop and 65 minutes for a daytime train with a stop in Lutherstadt Wittenberg. The other ICE trains stopping there ran in 60 minutes without an intermediate stop or 67 minutes with an intermediate stop. In the south, the cycle times were 62 (without intermediate stops) and 67 minutes, respectively. A pair of trains (ICE 1516/1517) reached a scheduled journey time of 60 minutes between Leipzig Central Station and Berlin Central Station without stopping. Such a scheduled travel time was no longer achieved in the following timetable periods. In the 2008 timetable year, the scheduled travel time in the south without an intermediate stop was 60 minutes and with an intermediate stop was 64 minutes; in north direction 62 minutes were reached. Overall, 2008 was the timetable year with the shortest average travel times since the route was established.

In the 2010 annual timetable, the scheduled travel time between Leipzig and Berlin Südkreuz was between 67 and 75 minutes; individual trains reached 62 minutes. In the 2011 and 2012 annual timetables, the travel times were of the same order of magnitude; a train has a travel time of 62 minutes.

The fastest travel time between Halle (Saale) main station and Berlin main station in 2008 was 76 minutes; in 2012 it was 78 minutes and with local transport with a change in Lutherstadt Wittenberg (and partly in Bitterfeld) it was 147 or 151 minutes (as of: 2015 timetable).

In the 2016 timetable year, due to the opening of the German Unity Transport Project No. 8.2 and construction work in the Halle (Saale) area between Halle (Saale) Hbf and Berlin Hbf, the journey took 69 minutes and 73 minutes with long-distance trains and 148 minutes and 150 minutes with local trains Change in Bitterfeld and Lutherstadt Wittenberg.

Accidents

On March 1, 1962, cargo from a military train came loose near the town of Trebbin, damaged an oncoming express train and derailed its own train. More than 70 fatalities are believed.

Recovery work after the accident on February 29, 1984

On February 29, 1984, the transit train D  354 and the P  7523 collided in Hohenthurm after the locomotive driver of the transit train had run over three stop signals. 11 people died in the passenger train and at least 46 were injured.

On January 19, 1988, a serious accident occurred near Forst Zinna (near Jüterbog ). An express train drove unbraked at 120 km / h into a Soviet tank that was standing on the tracks. Six people died and 33 others were seriously injured.

On May 29, 1988, a freight train derailed directly in front of the Pratau station near Lutherstadt Wittenberg , causing 18 cars to overturn.

Technical equipment

Electric operation began early on the Anhalter Bahn. The Bitterfeld – Dessau section was electrified in 1911 as a test section. On June 5, 1914, the Bitterfeld – Leipzig section was also put into operation. But already on August 1st of the same year the electrical operation was stopped again. It was resumed in 1922, but the planned extension to Berlin did not take place because of the Second World War . In March 1946 the contact line systems had to be dismantled again as a reparation payment. Since July 9, 1958, the Leipzig – Dessau line has been open to electric locomotives again . The electrification work was not continued until 1976, and the entire line has been electrified since 1984.

In the case of railway safety technology , the responsibility of the Reichsbahn directorates was clearly recognizable. While the Ludwigsfelde - Dennewitz section in the Rbd Berlin was equipped with lane plan signal boxes (including the first type Gs III Sp68 signal box in Jüterbog station) and an automatic section block with signaled wrong -way traffic , it remained in the Rbd Halle between Niedergörsdorf and Leipzig or Hall at the conventional, mostly mechanical systems. In the course of re -equipping with punctiform train control , the remaining shape signals were replaced by light signals.

When upgrading to 200 km / h, the entire line was equipped with electronic interlockings between 1992 and 1999 . Since then, continuous track changing has been possible, only Ks signals are available. During the renovation, the Muldenstein station was given points with movable frogs for better guidance in the continuous arch in the north head . In addition, all level crossings had to be removed and new bridge structures built. These included the northern Mulden flood bridge, the Mulden bridge and the Leine bridge at Muldenstein. The three new girder bridges made of prestressed concrete replaced vaulted bridges from 1857.

High-speed switch at the southern end of the platform at Bitterfeld station

In January 1998, the longest turnouts in the world were installed in Bitterfeld station . The 169.2 meter long construction can be driven on at 220 km / h (in regular operation: up to 200 km / h) in the branching line. The 03 turnout in the north end of the Bitterfeld station allows trains from Leipzig to Berlin to enter the railway line from Halle without reducing speed. The tongues are each 59 m long and weighed, including the traverse during installation, 120 t. The switches were equipped with eight drives for the switch device and three for the movable frog points and were designed as clothoid switches : their radii decrease from 16,000 m at the start of the switch to 6100 m towards the middle. The switch 60 installed in the south head in 1999 would allow trains from Wittenberg towards Halle to thread out at 220 km / h, but the route towards Halle does not yet allow such high speeds.

Two ETCS balises on the line cable of the line train control in front of a Ks signal on the northern platform 3 of the Wittenberg main station

In order to collect operational experience and to work out the operational regulations with the train control system European Train Control System (ETCS) at Deutsche Bahn, the order for the track and vehicle equipment of the northern section between Jüterbog and Ludwigsfelde was placed in July 1997.

In addition, GSM-R went fully into operation in 2001 on the 15 km test section between Bitterfeld and Graefenhainichen . This is the first time in Germany that the EU-wide standards for high-speed lines that have been binding since 2002 in the form of ETCS Level 2 were installed on part of this line.

DB initially planned to test all three ETCS levels in the southern section. After the development of ETCS Level 3 was postponed and a 200 km / h operation with ETCS Level 1 was not approved, the section was finally equipped with ETCS Level 2.

Eurobalises in Wittenberg

On the northern section between Jüterbog and Ludwigsfelde, 275 Siemens type "S21" balises were laid and a Radio Block Center (RBC) was built. A second section Jüterbog - Halle / Leipzig received a total of 975 balises and two RBCs. After a two-year test phase in trial operation, the balises were dismantled, new planning developed and newly programmed balises installed. This means that the line with ETCS Level 2 equipment (SRS 2.2.2+) was the first in the world to be approved for commercial passenger service in December 2005.

Until May 26, 2006 the IC train pair 2418/2419 ran on a trial basis at up to 200 km / h ETCS-guided. From June 17, 2006, this was followed by the first scheduled operation under ETCS Level 2 at 200 km / h. The train pairs IC 2418/2419 and 2416/2417 as well as EN 228/229 run ETCS-guided. Five class 101 locomotives had already been equipped with ETCS on-board equipment for trial operation in 2001.

In 2007, the versions of the ETCS equipment were harmonized; but no recommissioning with operational approval. This would have to be done with a new software version (SRS 2.3.0d or more recent), but according to the VDE 8 project information, 2017 is not foreseen.

Because the ETCS only became available much later than planned and the speed of 200 km / h, which had been the expansion target since work began in 1992, could therefore not have been driven, funding might have had to be paid back to the European Union . To avoid this, the line between Bitterfeld and Berlin (km 10.6) was equipped with line train control (type LZB L72 CE II ) with CIR-ELKE II in 2005 and 2006 . Only the continuous main tracks and the connections between them are provided with line conductors, lateral entrances for overtaking tracks were not provided.

Track condition and top speed

Between Teltow (near Berlin) (km 12.36) and Bitterfeld (km 132.10), the route has been open at 200 km / h since May 28, 2006. Only in the area of ​​Lutherstadt Wittenberg (route kilometers 92.9 to 97.5) is the planned maximum speed of 160 km / h. From June 2010 to December 13, 2013, the two ten kilometer long sections Gräfenhainichen – Muldenstein (route kilometers 126 to 116) and Blönsdorf – Zahna (route kilometers 84 to 75) could only be driven at 160 km / h. A speed of 200 km / h has been approved again since December 2013. The reason for the three-year speed limit was the lack of retrofitting of new hot box detection systems .

literature

  • Peter Bley: 150 years of the Berlin-Anhalt Railway . alba, Düsseldorf 1990, ISBN 3-87094-340-8 .

Web links

Commons : Berlin – Halle railway line  - collection of images, videos and audio files

Individual evidence

  1. ^ Ralph Seidel: The changes in the German long-distance train network since 1939. In: Eisenbahn-Revue International. 8–9 / 2006, p. 425
  2. Power on all tracks towards Berlin . In: Berliner Zeitung , No. 230, October 2, 1995, p. 28.
  3. a b c … and from 1999 in one hour from Berlin to Halle / Leipzig . In: Eisenbahn-Kurier , No. 278, November 1998, p. 21.
  4. ^ A b c Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Fast ways between Halle, Leipzig and Berlin . Six-page leporello, Berlin, approx. 1995.
  5. a b Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): Information on the rail transport projects German unity in the state of Brandenburg (as of March 1993) .
  6. ^ A b Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Information on the rail transport projects German unity in the state of Brandenburg. Planungsgesellschaft Bahnbau Deutsche Einheit mbH as of May 1993 . May 1993.
  7. Review . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Info-Brief , ZDB -ID 2668166-3 , issue 1/1996, p. 5.
  8. ^ Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Rail transport projects German Unity: Brandenburg . Edition June 1994, p. 11.
  9. Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Info-Brief , ZDB -ID 2668166-3 , Issue 1/1999, July 15, 1999, p. 7 f.
  10. ^ Federal Ministry of Transport: Transport projects German unity. Status: 1997 . Brochure (50 A4 pages), Bonn 1997, p. 20 f.
  11. New train protection technology . In: Eisenbahn-Revue International , issue 7/2000, p. 292.
  12. a b Federal Ministry of Transport, Building and Urban Development: Status report of transport projects German unity ( Memento from October 17, 2013 in the Internet Archive ) (PDF; 623 kB), May 2012
  13. DB Projekt Verkehrsbau (Ed.): Berlin hub. Mushroom concept. 24-page brochure dated November 2001, p. 16.
  14. Report Berlin - Leipzig with 200 km / h . In: Eisenbahn-Revue International . Issue 7/2006, p. 322.
  15. Bahn is successful with a new transport concept . Press release from Deutsche Bahn from May 15, 2007.
  16. Premiere: New direct ICE connection Leipzig-Rostock . Press release from Deutsche Bahn from June 1, 2007.
  17. a b Alexander Schierholz, Kai Gauselmann: Rust eats up sleepers . In: Mitteldeutsche Zeitung , August 3, 2012, pp. 2, 4.
  18. a b Eisenbahn-Revue International , Issue 10/2012, p. 474.
  19. Michael Maul: Commuters breathe easy . In: Mitteldeutsche Zeitung . June 30, 2013 (similar version online ).
  20. a b Christine Krüger: At full speed . In: Mitteldeutsche Zeitung . February 16, 2013 (similar version online ).
  21. a b Halle – Bitterfeld line reopened for train traffic after track renewal. (No longer available online.) Deutsche Bahn AG, July 1, 2013, archived from the original on July 3, 2013 ; Retrieved July 5, 2013 .
  22. Track renewal between Halle (Saale) and Bitterfeld begins. (No longer available online.) Deutsche Bahn, November 22, 2012, archived from the original on January 21, 2013 ; Retrieved November 22, 2012 .
  23. Printed matter 7/1137 Small inquiry KA 7/603. (PDF) State Parliament of Saxony-Anhalt, March 14, 2017, accessed on October 24, 2017 .
  24. Start of construction for renewal of the superstructure between Peißen and Hohenthurm in the Nuremberg – Berlin project (VDE8). (No longer available online.) Deutsche Bahn, December 29, 2016, archived from the original on December 31, 2016 ; accessed on December 31, 2016 .
  25. Between Halle and Bitterfeld we are now laying our tracks in black gold. (PDF) (No longer available online.) In: bauarbeiten.bahn.de. Deutsche Bahn, archived from the original on December 21, 2016 ; Retrieved January 5, 2017 .
  26. Around 252 million euros for the expansion of the Halle railway junction. (No longer available online.) In: vde8.de. Deutsche Bahn, October 29, 2012, archived from the original on July 28, 2014 ; Retrieved July 22, 2014 .
  27. Manuel Rehkopf: Complete commissioning of the new / upgraded VDE 8 line, DB Fernverkehr AG service concept . Presentation, August 26, 2013, p. 10.
  28. Overloaded railways 2019. In: fahrweg.dbnetze.com. DB Netz AG, November 2019, accessed on December 8, 2019 .
  29. ^ Martin Weltner: Railway disasters. Serious train accidents and their causes. Munich 2008. ISBN 978-3-7654-7096-7 , p. 16.
  30. ^ Train accident in Hohenthurm near Halle. (No longer available online.) In: mdr.de. Mitteldeutscher Rundfunk , February 18, 2014, archived from the original on February 23, 2015 ; accessed on February 23, 2015 .
  31. a b Super switch allows Tempo 200 in the train station . In: Mitteldeutsche Zeitung of October 11, 1997.
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