Hamm – Warburg railway line
The Hamm – Warburg railway is a 131 km long main railway line in Westphalia . It is part of the Central Germany Association and is u. a. served by intercity trains from the Ruhr area towards Kassel and Erfurt . In addition, there is dense freight and regional traffic.
The most important stops are in Soest , Lippstadt and Paderborn . The station Altenbeken is also an important transfer hubs. In Warburg the Friedrich-Wilhelms-Nordbahn connects to Kassel .
The route between Hamm and Paderborn is equipped with a line train control system and is partially approved for speeds of up to 200 km / h.
course
From Hamm to Paderborn, the connection runs relatively flat and with few bends through the southern Westphalian Bay to the east. It runs roughly parallel to the Lippe River and the historic Hellweg , the forerunner of Bundesstraße 1 . In Soest, the branch from Unna is recorded. From there it continues via Bad Sassendorf , Lippstadt, Geseke and Salzkotten to Paderborn.
From here the route takes on the character of a low mountain range railway. With a long slope and over the viaducts at Neuenbeken and in Altenbeken train node Altenbeken in the northwest of Eggegebirge reached. The lines to Hanover and Kreiensen are connected with a track triangle .
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From Altenbeken the route turns to the southeast. The new Eggetunnel is Willebadessen reached. In the former Nörde station , the former Holzminden – Scherfede railway ran under this connection. Shortly before Warburg, the Obere Ruhrtalbahn (here in the Diemel valley ) meets them. From Warburg, the Friedrich-Wilhelms Nordbahn connects to Kassel.
history
The construction of this line had been decided between the states of Prussia , to which Westphalia belonged at that time, and Kurhessen , which lay between Westphalia and the Prussian heartland. A more direct route via Lichtenau was planned between Paderborn and Willebadessen . However, Prussia had awarded the concession to the private Cologne-Minden-Thuringian connection railway company. This proved to be overwhelmed with the crossing of the Egge Mountains and the tunnel planned at the time ( old railway ) and had to file for bankruptcy in 1848. The state-owned Royal Westphalian Railway Company took over the project, replaced the tunnel with an above-ground guide via Altenbeken and opened the connection in stages from 1850 to 1853:
- Hamm – Paderborn on October 1st, 1850
- Warburg – state border March 28, 1851
- Paderborn – Warburg July 22, 1853
The vernacular called the Altenbeken-Warburg line also Kanonenbahn ( against the Hessians ).
Together with the Friedrich-Wilhelms-Nordbahn and the Thuringian Railway , there was a continuous route between Westphalia and Halle / Leipzig via Erfurt, which was independent of the Kingdom of Hanover . In the following quarter of a century, it was further shortened by the Halle-Kassel Railway via Nordhausen until 1872 and the Solling Railway via Northeim until 1878 . Since then, the route has been an important east-west connection.
On December 20, 1901, a serious railway accident occurred west of Altenbeken station when a passenger train hit the wrecked D 31 to Berlin .
Until 1945, however, goods traffic ran from Altenbeken to a large extent via Northeim and Nordhausen to Halle and Leipzig . After the Second World War , the north-south traffic increased so much that the Hannöversche Südbahn Hanover - Göttingen - Kassel was chronically overloaded. In 1958, a connecting curve ("Altenbekener curve") was set up in Altenbeken to relieve traffic, which enabled journeys from Hanover to Kassel without changing direction.
In December 1970, the electrification of the line from Hamm via Warburg to Kassel was completed, the travel time of the express trains was reduced from 156 minutes to 140 minutes. Since there were not enough heavy electric locomotives available, freight trains were hauled by DB class 44 steam locomotives until 1973 .
Because of a landslide between Willebadessen and Neuenheerse in spring 1988, the section between Altenbeken and Warburg was closed for weeks, the long-distance trains were diverted over the Göttingen – Bodenfelde railway line . After the damage had been repaired, it was only possible to pass this section of the route at a greatly reduced speed; the slope at risk of slipping was monitored by video camera from the Willebadessen signal box.
It was planned to expand the connection from Hamm to an intercity route between the Ruhr area and Kassel (- Munich ).
The route was also included in the 1985 Federal Transport Infrastructure Plan. West of Paderborn, this mainly meant upgrading the existing route. In the Hamm – Paderborn section, the first construction work began in the early 1990s. In particular, level crossings were removed. On July 26, 1991, the headquarters of the German Federal Railroad awarded the planning contract for the section between Paderborn and Kassel.
From May 23, 1993 to May 28, 1994, the Soest – Paderborn section was completely closed in order to expand the line to 200 km / h. During this time, long-distance trains were diverted via the Paderborn – Bielefeld branch line , and several direct bus routes operated as replacement rail services between Soest and Paderborn. During the one-year construction period, half-way work was carried out between Paderborn and Geseke, so that there was always one track available as a construction track, which could also be used for daily freight traffic to the Geseker cement works. To date, however, not all level crossings have been replaced, so this speed can only be driven for short sections. Extensive re-routing is necessary between Paderborn and Warburg as well as on the subsequent route to Kassel. a. the straightening of the Benhauser Bogen and the curve at Hümme.
In August 1997, work began on a 12.85 km long re-routing and the Eggetunnel in order to bypass an area at risk from landslides. This section was under constant surveillance from 1988 and was only allowed to be driven at 50 km / h. The new section went into operation on December 12, 2003; at the same time the Willebadessen train station was reactivated. The federal government and the railways invested 181.5 million euros in the project.
Since the Ruhr area is now also connected to southern Germany by the high-speed route Cologne – Rhine / Main and long-distance traffic on the Central-Germany connection is developing poorly for various reasons, further expansion is not in sight.
For the Federal Transport Infrastructure Plan 2030 , the Ministry of Transport of the State of North Rhine-Westphalia has applied for the construction of a new route in order to enter the so-called Benhauser Bogen in the Paderborn urban area in the BVWP 2030. The Benhauser Bogen is a permanent slow speed section over 2 kilometers long, which trains on the outer track can only use at 70 km / h. This contributes significantly to an increase in travel times for local and freight trains, as well as for long-distance trains on the Central-Germany connection. When Alexander Dobrindt presented the Federal Transport Infrastructure Plan 2030 in March 2016, it became known that there would be no reallocations. The Federal Ministry of Transport described the expansion or re-routing as unnecessary, as it would only have advantages for local transport and the S-Bahn to Hanover. A tunnel at Hofgeismar-Hümme is also described as uneconomical despite increasing traffic from the future Rhine-Ruhr Express, which will also run between Düsseldorf , Paderborn and Kassel .
Service offer
Until 1991, express and D-trains shaped long-distance traffic with individual timetables. Through coaches were often set in these, which were lined up in other long-distance trains, especially in Soest and Altenbeken, in order to enable passengers to reach as many destinations as possible without having to change trains. The first German express train pair D 31/32 and also interzonal train pairs, including the D 197/198 Mönchengladbach – Leipzig and the D 1452/1453 Düsseldorf – Karl-Marx-Stadt , drove over sections of the route . Further destinations for the E and D trains running on the route were Berlin Stadtbahn, Halle, Walkenried, Göttingen, Bebra and Munich to the east.
From 1973 the DB tried to supplement the IC network successfully launched in 1971 with secondary lines. As of the summer schedule, three pairs of DC trains operated by the “Intercity supplementary system” between the Ruhr area and Bebra . They were given the names "Diemelland", "Eggeland" and "Lippeland". But as these trains did not generate the desired demand, the IC shuttle service was discontinued in the summer of 1976.
From 1990, the Federal Railroad started using the new Interregio product to address new customers who expected fast trains in regular intervals with short travel times and high levels of comfort. This meant that the days of D and E trains on the route were over. The new Interregio trains initially rolled every two hours from Duisburg via Hamm and Warburg to Bebra. Due to the German reunification, the IR line 20 could be extended to the east via Thuringia to Chemnitz a little later. By using control cars of the type Bimdzf, the time-consuming locomotive change in Hamm could be omitted from 1996.
With the abolition of the Interregio from 2002, the long-distance trains on the Central-Germany connection were replaced by color-changed Intercity trains, with up to three pairs running as ICE T with tilting technology in the period from 2002 to 2007 . Until 2009, individual IC train pairs disappeared from the offer with every change of timetable, so that regular traffic on IC line 51 Düsseldorf – Stralsund was no longer recognizable and large gaps in the long-distance timetable were created. Since December 2010, in addition to the remaining IC trains on the Central-Germany connection, an ICE pair has been running to and from Munich. From December 2010 to December 2015 there was also another ICE pair to and from Dresden, which was replaced by an IC with the opening of the new Erfurt – Halle – Leipzig line. Another IC pair was canceled when the timetable changed in December 2016, so that only two IC pairs per day operate as IC 50 MDV. These reach their eastern destinations Leipzig and Halle via the Thuringian Railway . An additional pair of trains runs between Berlin and Cologne on Fridays and Sundays. Since the timetable change in December 2018, the IC has been running between Cologne or Düsseldorf and Gera. In Gotha the trains are switched from electric to diesel locomotives. An additional pair of trains already runs on Fridays between Cologne and Leipzig as a double-deck IC train .
Regional traffic on the line is served by the Ems-Börde-Bahn RB 89 as a line of the Hellweg network . The RB 89 runs every half hour between Paderborn and Hamm. This runs every hour with a part of the train from Bielefeld to Münster. Every two hours the RB 89 continues from Paderborn to Warburg with a direct connection to the RE 17 to Kassel-Wilhelmshöhe. This two-hour train does not serve the intermediate stops Borgeln , Dedinghausen, Ehringhausen and Scharmede on weekends .
As the vehicle sat DB Regio NRW to December 2008 railcars of the 425 series one with a top speed of 160 km / h in the meantime by the EBA reduced to 140 km / h. Since December 2008, after winning the tender , the Eurobahn has been serving the route with four-part Stadler FLIRT multiple units . After the line was put out to tender again in 2015, the Eurobahn will continue to operate the RB 89 until 2030.
Until December 2016, the NRW-Express also ran on the route from Aachen via Hamm to Paderborn as RE 1 . The push-pull trains used there consisted of six double-decker cars , most of which were hauled by an electric locomotive of the DB class 146.0 for speeds of up to 160 km / h. The Regional Express 1 ran between Hamm and Paderborn every two hours with stops in Soest and Lippstadt. The first early train to Paderborn stopped at all stations. Since December 2016, the RE 1 has only operated between Hamm and Aachen.
As part of the so-called RRX interim award, the services were provided between December 2016 and the commissioning of the RXX vehicles by DB-Regio with the Rhein-Hellweg-Express RE 11 . The RE 11 connects Düsseldorf with Kassel-Wilhelmshöhe seven times a day, so that, together with the IC trains, there is a two-hour service. In addition to the Hamm, Soest, Lippstadt and Paderborn stations previously served by the RE 1, the RE 11 also stops in Altenbeken, Willebadessen, Warburg and Hofgeismar. The vehicles used were modernized class 425 railcars in double traction, as only these are approved for travel through the Eggetunnel. With the RE 11 service, the Eurobahn sprinter services to Kassel-Wilhelmshöhe were no longer available. The number of rotations of the RE 17 to and from Kassel-Wilhelmshöhe has been reduced. With the extension of the RE 11 to Kassel, the number of passengers in the Paderborn - Warburg section has almost doubled from 1,000 in the 2016 timetable year (at that time only the RB 89 as regional rail transport in the section) to 1,900 in the 2018 timetable.
Since December 2018, the route from Hamm to Kassel has been served by the Rhein-Ruhr-Express in advance every two hours. As vehicles are Desiro trains HC used. The 105 m long double-decker train units, consisting of four cars, have 400 seats and usually run with two train sections (corresponding to 800 seats) to Hamm, from there individually to Kassel-Wilhelmshöhe. Abellio Rail NRW is responsible for operating the RE 11 line .
Planning
Due to the positive development of the extension of line RE 11 to Kassel, the Zweckverband Nahverkehr Westfalen-Lippe (NWL) plans to reduce the offer for the timetable change in December 2020 to an hourly rate. There should only be gaps in the timetable between Paderborn and Kassel for two InterCity train pairs. The RB 89 is generally to be omitted in the Paderborn - Warburg section, with the exception of a late run on weekend nights. By April 2020, coordination with regard to the scope of offerings in peripheral locations is to be carried out. Funds to finance the additional operating costs must also be raised from the state of North Rhine-Westphalia and a binding order must be obtained from the North Hessian Transport Association (NVV).
Tariff
The Westphalian tariff has been in effect for all local public transport on the route since August 2017 . The NRW tariff applies across the tariff area .
literature
- Werner Menninghaus, Günter Krause: The Royal Westphalian Railway. History of the Warburg - Hamm - Emden line. Uhle & Kleimann, Lübbecke 1985, ISBN 3-922657-40-0 .
- Wolfgang Klee: Railway landscape Westphalia-Lippe. Self-published, Paderborn 1989, ISBN 3-927144-03-7 .
- Joachim Kluge: The upgraded Hamm - Paderborn - Altenbeken - Kassel line (KBS 430). In: Yearbook Bundesverband Deutscher Eisenbahn-Freunde e. V. 1994, ZDB -ID 1240419-6 , pp. 181-191.
- Wolfgang Klee: Railways in Westphalia. From the beginning to the present. Aschendorff, Münster 2001, ISBN 3-402-05260-1 .
- Ulrich Rockelmann (Ed.): The great archive of the railway lines in Germany. Line 430 (1760) Altenbeken - Hamm; 430 (2970) Altenbeken - Kassel. Loose-leaf collection. GeraNova Verlag, Munich 2004, ISSN 1614-9181 .
- Ludwig Rotthowe : On rails through Westphalia. Master photos of the railroad from 1952 to 1985. Edited and explained by Jürgen-Ulrich Ebel. Aschendorff Verlag, Münster 2008, ISBN 978-3-402-00247-6 .
- Wolfgang Klee: Railways in Westphalia. From the beginning to the present. DGEG Medien GmbH, Hövelhof 2013, ISBN 978-3-937189-72-7 .
- Bernard Huguenin, Karl Fischer: Altenbeken - classic railroad . Huxaria, Modellbahn BW Ottbergen, 2013, ISBN 978-3-934802-43-8 .
- Eugen Udolph: The railway in Warburg. DGEG Medien GmbH, Hövelhof 2015, ISBN 978-3-937189-90-1 .
Web links
NRWbahnarchiv by André Joost:
- Description of route 2930 : Hamm ↔ Soest
- Description of route 2921 : Hamm ↔ Hamm Gallberg
- Description of the route 1760 : Soest ↔ Altenbeken
- Description of route 2970 : Altenbeken ↔ Warburg
Further evidence:
- The Hamm-Warburg route on www.mytrainsim.de
- Pictures of the tunnels and galleries on www.eisenbahn-tunnelportale.de by Lothar Brill
- Altenbekener railway friends
- Pictures of trains in the Paderborn / Altenbeken area
Individual evidence
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ^ Rüdiger Block: ICE racetrack: the new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
- ↑ a b Harrow crossing opened . In: Eisenbahn-Revue International , issue 2/2004, ISSN 1421-2811 , p. 60.
- ↑ Tender for RRX preliminary operation started in the mobility portal NRW
- ↑ Local transport association Paderborn / Höxter, 26th association meeting, December 2nd, 2019, Item 8: Target concept RE 11 (RRX) for the Hellweg corridor
- ↑ Local transport association Paderborn / Höxter, 26th association meeting, December 2nd, 2019, Item 8: Target concept RE 11 (RRX) for the Hellweg corridor
- ↑ Zweckverband Nahverkehr Westfalen-Lippe, 56th Association Assembly, Item 7: Target concept RE 11 (RRX) for the Hellweg corridor, 05.12.2019
Map with all coordinates: