Lehrte – Hamburg-Harburg railway line

Lehrte-Hamburg-Harburg
Lehrte – Harburg railway from 1899
Route number (DB) :	1720 1153 (3rd track Lüneburg – point) 1281 (4th track Ashausen – point) 1280/4 (freight lines point – Hamburg)
Course book section (DB) :	110 360.6.7; until 2008: 360.3
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Top speed:	200 km / h
Dual track :	continuous total of 4 tracks: Maschen – Ashausen total of 3 tracks: Ashausen – Lüneburg
Legend from Hamburg Hbf from Hamburg-Allermöhe from Hamburg Hbf (S-Bahn) from Cuxhaven 169.4 Hamburg-Harburg A 253 according to Wanne-Eickel ( Flyover structure ) State border Hamburg / Lower Saxony 164.8 Meckelfeld Hp Meckelfeld (Abzw) 161.6 Mesh Pbf Mesh Rbf (shown in simplified form) Freight route to Buchholz ( Flyover structure ) 158.2 Job 154.9 Ashausen (formerly Bf) 154.8 Ashausen Junction 150.5 Winsen (Luhe) Winsen (Luhe) south to Niedermarschacht to Hützel 143.6 Radbruch (formerly Bf) 137.4 Bardowick Hp / Bardowick formerly from Buchholz Lüneburg industrial and port railway Ilmenau 132.8 Lueneburg Nordkopf ( Bft ) former connecting curve to Lübeck Line from Lübeck 131.6 Lüneburg (west or east side) Connecting track 129.9 Lüneburg Gbf to Soltau to Dannenberg Ost 125.9 Deutsch Evern (PV until May 1976) Ilmenau 118.6 Beehive 109.2 Bad Bevensen 102.7 Emmendorf formerly von Dannenberg from Bremen 96.4 Uelzen 95.8 Uelzen Gbf to Stendal Gerdau 90.2 Klein Süstedt 85.5 Suderburg from the Neulüß and Hohenrieth works 73.2 Unterlüß 61.7 Eschede 50.9 Garßen Soltau – Celle from Soltau and from Wittingen All 44.1 Celle 43.2 Celle Gbf to Schwarmstedt to Hannover Hbf to Gifhorn and Braunschweig 33.0 Ehlershausen 28.9 Otze former Burgdorf circular railways to Hänigsen 24.5 Burgdorf 19.1 Aligse A 2 16.8 Taught north to Wunstorf from Hannover Hbf (S-Bahn) from Hannover Hbf (km 0.0) 16.1 Taught to Nordstemmen (until 1990) to Berlin Hbf to Braunschweig Hbf to Nordstemmen (since 1990) Swell:

The Lehrte – Hamburg-Harburg railway is one of the most important railway lines in Lower Saxony for both passenger and freight traffic . While the Hanover-Celle railway line has been used in long-distance passenger transport between Hanover and Hamburg since the 1960s instead of the Lehrte – Celle section , the entire length of the line is very important for freight transport.

With the construction of the Niederelbebahn , the route to Cuxhaven was extended. Officially, the Lehrte – Hamburg-Harburg connection is now part of the Lehrte – Cuxhaven railway line .

history

Lehrte – Harburg line (1861)

Start of the route in Lehrte. Right to Celle, left to Hanover

Hanover

The Lehrte – Celle section was planned as the northern branch of the “Kreuzbahn” by the Royal Hanover State Railways together with the Hanover – Braunschweig and Lehrte – Hildesheim lines and opened on October 15, 1845. The center of these routes was the Lehrte station as the most important railway junction in the Kingdom of Hanover .

On May 1, 1847, the extension to the (then Hanoverian ) city of Harburg followed . Already in 1837 the layout of this section was examined in four variants, one of the first economic studies of the German railway system.

The line was initially opened as a single track, but the superstructure was already prepared for double-track operation. The second track was laid in sections: 1853/54 Celle - Eschede , 1857/58 Lehrte  - Celle and Winsen  - Harburg, 1860/61 Lüneburg  - Bardowick , 1862/63 Bienenbüttel  - Lüneburg, 1864/65 Bevensen  - Bienenbüttel and Bardowick - Winsen, 1867 Suderburg  - Uelzen  - Bevensen and 1869 Eschede - Suderburg. Due to the flat terrain, the alignment parameters were favorable: 40.560 kilometers of the 154.505 kilometers from Lehrte to Harburg were horizontal, 32.377 kilometers had an incline or decline less than 1: 600 and 81.564 kilometers ascent or descent between 1: 600 and 1: 300, the latter being that highest grade of incline. 118.556 kilometers had just been laid, 26.788 kilometers with a radius between 4.674 kilometers (1000 rods) to 1.869 kilometers (400 rods) and only 9.155 kilometers with a radius between 1.869 kilometers (400 rods) and 701 meters (150 rods), which is the smallest route radius was.

Prussia

At that time, Harburg was still the port of competition from Hanover to the port of Hamburg . A rail link across the Elbe did not exist for a long time.

From 1864 it was possible to use the Lauenburg – Hohnstorf trajectory to reach Hamburg for freight transport . The passenger -operated ferries from Harburg to Hamburg. The railway bridge over the Elbe from Harburg to Hamburg was completed soon after the unification of the empire in 1872. The Cologne-Mindener Eisenbahn-Gesellschaft was responsible for the construction of the bridge. In 1866 the Prussian government awarded the contract to build a connection from Wanne-Eickel via Münster , Osnabrück , Bremen and Harburg to Hamburg (in the course of the so-called " Runway ”) and had begun to build it before the Reich was founded. Until the annexation of Hanover after the war of 1866 , this direct railway line was also the u. a. Construction of Elbe bridges requested by Prussia and Hamburg always failed due to resistance from the Kingdom of Hanover. In the course of this annexation, the Royal Hanover State Railways and thus the connection between Harburg and Hanover fell to Prussia. The responsible Royal Railway Directorate in Hanover remained under Prussian administration and lost its previous name. The Hannoversche Bahnhof was used in Hamburg until 1906 when it was replaced by the Hauptbahnhof .

Other connecting and connecting routes were the Amerikalinie , the Allertalbahn from Gifhorn via Celle and Schwarmstedt to Verden (Aller) , the Wittenberge – Buchholz line , several predecessors of the East Hanoverian Railways and the Celle – Braunschweig , Lübeck – Lüneburg and Uelzen – Dannenberg lines .

The Otze stop was opened in 1896.

Hannover / Lehrte node

The introduction into the Lehrte station from the west made it necessary for all trains between Hanover and Celle to change direction in Lehrte. On the Hamburg – Kassel route, another change of direction was necessary in Hanover.

With the construction of the Hanover freight bypass , a direct connection to the Hanover – Lehrte railway line was built and opened on May 1, 1906, making it possible to bypass the Lehrte passenger station. Electrical operation was opened on April 6, 1965.

The construction of the connection from Langenhagen an der Heidebahn to Celle had therefore already started in 1913 . This connection should enable trains to be introduced from Hamburg from the west to Hanover, so that trains in the direction of Kassel can run without worrying. Due to the First World War , however, the construction was stopped and then there was initially a lack of money for further construction. Only four-legged friends were to be found on the completed piece, which led to the nickname “Rabbit Railway”.

It was not until May 15, 1938 that the line was opened for through traffic. Since then, trains from Hamburg to southern Germany have been able to run in Hanover without the detour via Lehrte and Kopfmachen. However, this route had only been double-tracked since November 2, 1964, so that until then many passenger trains continued to pass through Lehrte and past Lehrte. The section to Lehrte remained important in freight traffic. This is where the Hanover freight bypass line connects .

The line has been electrified throughout since April 6, 1965.

S-Bahn Hanover

For the Hanover S-Bahn , the platforms were raised to a height of 76 centimeters and modernized before the start in 2000 on the section Lehrte-Celle. In November 2000 the first S-Bahn line was introduced on the route. At that time it ran as line S 3 between Hanover and Celle with a change of direction at Lehrte station. In addition to the S-Bahn line, a direct regional express line ran between Hanover and Celle without stopping in Lehrte until December 2008 . In December 2008, this line was switched from locomotive-hauled trains with n-cars to electric multiple units and integrated into the S-Bahn network.

Route expansion

First new building plans

In a study drawn up from October 1962 onwards, the group proposed the establishment of a “high-speed route” between Hamburg and Hanover for general studies . The new line, which can be driven at 200 km / h, should be 27 kilometers shorter than the existing line and reduce the travel time to 60 minutes.

In the mid-1960s, two new lines, 104 km long, were considered. In connection with a new, almost straight line between Hamburg-Harburg and Celle, a bypass of Lehrte was planned, with which trains coming from the north could have gone south and west without changing direction. The Lüneburg and Uelzen train stations would have had to be bypassed for a continuous expansion to 200 km / h, which is also being considered. The idea of ​​a direct new line was also rejected, as this would have cut through the large catchment area of ​​the city's drinking water supply north of Hanover.

Expansion to 200 km / h

Around 1970, extensive test drives took place on the route, with which the conditions for regular train traffic at 200 km / h were to be researched.

The Federal Transport Infrastructure Plan 1973 introduced the upgraded line Hamburg - Uelzen - Hannover as one of eight planned expansion projects in the field of railways. In its update, the coordinated investment program for federal transport routes from 1977, the Hanover – Hamburg line was included as one of six expansion projects. In the Federal Transport Infrastructure Plan 1980 , the upgraded route was one of 13 upgrade projects of level I that were to be implemented by 1990. In 1983, 0.90 billion D-Marks were calculated for the expansion (price as of January 1983).

As the first expansion section for 200 km / h, the 78.4 kilometer long Celle – Uelzen section went into operation in sections together with the line between Langenhagen and Celle between 1978 and 1984. In 1984 the 20.3 kilometer section Bevensen – Lüneburg followed for 200 km / h, in 1987 the 32.5 kilometer section Lüneburg – Meckelfeld followed. At Unterlüß as well as at Bienenbüttel it had to be re-routed.

On August 13, 1980, the 120 002 locomotive set a new world record for three-phase vehicles at 231 km / h between Celle and Uelzen. In April 1975, a DB class 602 gas turbine railcar between Uelzen and Celle set a new German speed record for internal combustion vehicles at 217 km / h.

The 1985 Federal Transport Infrastructure Plan included the upgraded route as an overhang in urgent need . Of the estimated total costs of 185 million DM (at 1983 prices), 167 million DM had been spent by the end of 1985. The focus of investment was on a further 13 line improvements with a total cost of 95 million DM; the longest line improvement was made over a length of 6.5 kilometers near Unterlüß for 43 million DM. The package of measures was intended to enable a maximum speed of 200 km / h to be achieved almost consistently. Exceptions were line improvements in the area of ​​the train stations in Celle, Uelzen and Lüneburg, which were included in the Federal Transport Infrastructure Plan 1985 as part of the ABS Maschen-Lehrte project in the planning section .

Between 1986 and 1989 another DM 26 million was spent on the expansion. The total costs at the 1989 price level were estimated at DM 187 million.

Transrapid

At the end of the 1980s, Hanover – Hamburg, along with Essen – Bonn, was proposed as an application route for the Transrapid. Hamburg Hauptbahnhof and Hamburg-Altona were considered as final stops, combined with crossing or undercrossing the Elbe.

The Lower Saxony state parliament had already rejected such a Transrapid route in August 1988 . Numerous districts had previously spoken out against the planned reference route. According to a forecast from 1988, an annual transport performance of 581 million passenger kilometers should be achieved by the maglev , the majority of which as a shift from long-distance traffic on this axis.

Further expansion

In 1992, the section between Hamburg-Harburg and Celle belonged (132 km) to the five routes that primarily with CIR ELKE - High performance block should be equipped.

Expansion of the Lüneburg site

Construction of the third track at the Lüneburg substation

In 2001, the construction of a third track was planned on a length of 27.3 km between Stelle (confluence of the tracks from the marshalling yard in Maschen ) and Lüneburg . On August 17, 2001, the state of Lower Saxony committed itself to pre-finance the planning costs for a route expansion with 15.6 million D-Marks. Without pre-financing, the planning could not have started until 2003.

The third track was originally supposed to be built from 2004 onwards, and the commissioning in sections was planned between mid-2007 and mid-2008. However, the plan approval decisions were only issued between 2008 and 2011. In contrast to the original plan, a fourth track was also built between Ashausen and Stelle.

Measures carried out are:

• New construction of 35 km of track for speeds of up to 200 km / h,
• New construction of 45 km of overhead lines or the dissolution of cross-fields ,
• New construction or expansion of 46 bridges or culverts,
• New construction of two electronic interlockings ESTW-A in Winsen and Bardowick, sub-center in Lüneburg and equipping the line,
• Adaptation of the existing track plan signal boxes in Stelle and Lüneburg,
• New construction or expansion of traffic stations in Radbruch, Bardowick, Winsen and Ashausen ,
• Execution of active noise protection measures. In some cases, noise barriers up to six meters high are required.

The groundbreaking ceremony took place on October 8, 2009 in Section 4 (Lüneburg). Commissioning should take place gradually between 2012 and 2015. In section 1 (Stelle – Ashausen), four-track operation began in December 2011; in sections 3 and 4 (north of Radbruch – Lüneburg) the three-track operation in December 2012. The ceremonial commissioning of the entire upgraded line took place on July 10, 2014.

In 2001 a total cost of 383 million D-Marks was expected. In January 2009, Deutsche Bahn AG put two sections of the three-track expansion out to tender, including a four-track section between Stelle and Ashausen. The estimated cost of the contract, which runs between October 2009 and July 2012, was EUR 255 million (excluding sales tax ). In 2012, the planned total investment costs amounted to 280 million euros. In 2013, around 246 million euros from federal funds and around 48 million euros from the EU were expected. The investments ultimately totaled around 350 million euros; they were raised by the federal government, the EU (EFRE), DB and the state of Lower Saxony.

Y-route

→ Main article : Y-route Hamburg / Bremen – Hanover

At the end of the 1990s, Deutsche Bahn began planning the so-called Y-route . The new lines arranged as Y were to connect Hanover with Bremen and Hanover and relieve the lines Celle – Hamburg-Harburg and Wunstorf – Bremen . Citizens' initiatives that rejected the project were formed against the project, which is why the North Rail Dialogue Forum was set up in 2015 , in which alternative expansion and new construction projects were to be developed. With Alpha-E , a variant was decided that does not require new lines, but is considered by many participants to be insufficient.

Todays situation

According to a bottleneck analysis by the Federal Ministry of Transport , the section between Lüneburg and Celle in particular is overloaded with 140 trains per day, and between Nienburg and Verden the overload is 60 trains. With a load of 126 percent, the line was considered overloaded in 2011; Trains have to run at particularly close intervals.

Planning

The section between Hamburg and Maschen is to be equipped with ETCS by 2025 . The section between Maschen and Uelzen is to be equipped with digital interlockings and ETCS by 2030 as part of the “starter package” of Digital Rail Germany , as part of the TEN core network corridor Scandinavia-Mediterranean .

Transport and tariff

Section Celle-Hamburg-Harburg

Intercity-Express , Intercity , Interregio-Express and Metronom trains run on the Lehrte – Hamburg-Harburg section . There is also a dense freight traffic . The HVV tariff applies between Lüneburg and Hamburg . The HVV tariff has also been in effect between Lüneburg and Uelzen since December 2019 , but sometimes only for season tickets.

Section Lehrte – Celle

Today the route is served by two hourly S-Bahn lines that run between Hannover Hbf and Celle. The S 7 line runs via Lehrte, where there is a five-minute stop due to a change of direction . Line S 6 bypasses Lehrte without stopping via a connecting curve. In long-distance passenger transport, this section is only used for construction work or for diversions.

The GVH tariff applies between Lehrte and Ehlershausen , the district of Celle is connected to the GVH via a special season ticket tariff.

Accidents

• On July 23, 1947, the P  782 and the Sgb 5509 met on the open road . The lock of a door of a refrigerated car traveling along with the freight train was defective and this left it open. According to the circumstances at the time, many passengers traveled on the passenger train on the running boards of the passenger car . The open door of the freight car tore a number of these travelers off the train. 11 people died and another 12 were injured.
• On June 5, 1970 , the D 47 "Konsul" crashed in Celle in the area of ​​the southern station apron, at the level of the Allertalbahn junction , in front of the overpass of the Tangente, at a speed of 155 km / h. Five dead and 40 injured were the result. The cause was improper track repairs.
• 

  Memorial in Eschede
  On June 3, 1998, in the immediate vicinity of Eschede station, the ICE “Wilhelm Conrad Röntgen” derailed , rammed the pillar of a road bridge and caused the deck to collapse. 101 people were killed. The catastrophe was triggered by a tire that broke due to material fatigue .

→ Main article : ICE accident in Eschede

• On September 29, 1999, the last three wagons of ICG 50049 derailed near Winsen as a result of a broken wheel bearing. As a result, there was an initial full and subsequent partial closure, which was lifted on October 5, 1999. An oncoming passenger train could be stopped in time. The property damage to the superstructure was estimated at three million Deutschmarks. It was the fourth derailment of a car of the type Hbbills of the Italian State Railways in 1999; the DB issued a ban on the carriage of these wagons.
• On November 17, 2001, there was almost an accident in Bienenbüttel . The train driver of an ICE was supposed to overtake a broken-down freight train on the opposite track . In doing so, he drove on a switch connection approved for 80 km / h at 185 km / h without derailing. The cause is suspected to be the incorrect execution of a shift change, during which the speed was increased from 60 to 80 km / h. By forgetting to monitor the failure of the speedometer , the route computer signaled the line train control system that the speed of 200 km / h was permitted for straight passages, instead of the permitted 80 km / h branching off.

literature

• Matthias Blazek: The Lehrte – Celle railway was put into operation in 1845 . In: Großmoor , Adelheidsdorf 2014, ISBN 978-3-00-045759-3 , p. 81-114 .

Web links

Commons : Hanover – Hamburg railway line  - collection of images, videos and audio files

• The 3rd track Stelle – Lüneburg: planning, construction, operation on YouTube . Comparison of operational management before and after the expansion of the Lüneburg-Stelle section
• Matthias Blazek: In 1845 you could get by train from Hanover to Celle in an hour and a half. In: myheimat.de. January 7, 2011, accessed December 27, 2017 . 
• Route, operating points and some permitted speeds on the OpenRailwayMap

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ↑ DB Netze - route finder
4. ^ Matthias Blazek: Uelzen and the Railway - The Harburg – Celle railway was put into operation in 1847. In: The Heidewanderer. Local supplement of the Allgemeine Zeitung, Uelzen, 87th year (2011) - No. 30, p. 117 ff.
5. ^ Karl Heinz Boecker: Routing and profitability of a new line 140 years ago. In: Yearbook of the Railway System. 1977, pp. 164-168.
6. ^ Annual reports of the Hanover State Railroad 1860/61 to 1867
7. ^ Dieter Ziegler: Railways and the state in the age of industrialization. The railway policy of the German states in comparison. (= Quarterly for social and economic history. Supplement. 127). Stuttgart 1996, pp. 26-28; Wilfried Reininghaus: Railways between Rhine and Weser 1825–1995. In: Karl-Peter Ellerbrock, Marina Schuster (Hrsg.): 150 years Cologne-Minden Railway. Catalog for the series of exhibitions and events of the same name. Essen 1997, pp. 12–73, here: pp. 36–37.
8. ^ Local history Otze. Archived from the original on April 2, 2015 ; accessed on January 14, 2017 . 
9. ↑ In detail: Matthias Blazek, Wolfgang Evers: Construction of the Reichsbahnlinie Celle – Langenhagen. "Hasenbahn" was double-tracked 35 years ago / Most of the line runs dead straight - First World War put an end to the construction work for the time being. Sachsenspiegel 21 and 22, Cellesche Zeitung of May 29 and June 5, 1999.
10. ↑ ^{a b} Without an author: The further plans of the new railway. In: Bahn-Special. The new railway . No. 1, 1991, Gera-Nova-Verlag, Munich, p. 78 f.
11. ↑ Group for General Studies of the German Federal Railroad (Ed.): High-speed route for the main traffic flows in the Federal Railroad network . Study, completed in September 1964, p. 6 f.
12. ^ Rüdiger Block: On New Paths. The new lines of the Deutsche Bundesbahn. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 30-35.
13. ^ Wilhelm Linkerhägner: New and expanded lines of the Deutsche Bundesbahn. In: Yearbook of the Railway System. 1977, pp. 78-85.
14. ↑ Christian Woelker: Federal Transport Infrastructure Plan '80: The rail is catching up. In: Wolfgang Vaerst , Peter Koch (Hrsg.): Yearbook of the railway system. Volume 31, Hestra-Verlag, Darmstadt 1980, ISBN 3-7771-0160-5 , pp. 30-36.
15. ^ Bahnbauzentrale der Deutsche Bundesbahn (Ed.): New construction and upgrading lines of the Deutsche Bundesbahn: questions & answers, figures & data, arguments & views . Brochure as of December 1983, p. 25.
16. ^ Rüdiger Block: ICE racetrack: the new lines. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
17. ↑ ^{a b} Wilfried Hanslmeier: Construction measures as expansion routes . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future . Hestra-Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , p. 208-218 .
18. ↑ Report speed record. In: Eisenbahn-Revue International . Issue 3/2000, ISSN  1421-2811 , p. 105.
19. ↑ The Federal Minister of Transport (ed.): Bundesverkehrswegeplan 1985. Decision of the Federal Government of September 18, 1985 . Bonn October 1985, p. 20 .
20. ↑ The Federal Minister of Transport (ed.): Federal Transport Route Plan 1985 - Status of Realization. Annex to the status report of the Federal Transport Infrastructure Plan 1985 and the German Transport Infrastructure Plan . Bonn October 2, 1990, p. 6 .
21. ↑ Consortium push group Transrapid (ed.): Transrapid application routes . Hamburg - Hanover, Essen - Bonn. Results report. June 1989, p. I.
22. ↑ ^{a b} Reinhard Thimm: Housekeepers demand a surprisingly large expansion concept for the magnetic train. In: The Federal Railroad . 10/1988, pp. 899-902.
23. ↑ Report Transrapid: But not in the north? In: Railway courier . Issue 10/1988, p. 43 f.
24. ↑ Peter Debuschewitz: The project CIR ELKE . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN  0007-5876 , pp. 717-722 .
25. ^ ^{A b} Notification of the upgraded section of the Stelle - Lüneburg line. In: Eisenbahn-Revue International . Issue 10/2001, ISSN  1421-2811 , p. 431.
26. ↑ ^{a b c} Information from the Federal Government: Transport investment report for the reporting year 2012. (PDF; 127.0 MiB). Printed matter 18/580 of February 18, 2014, pp. 39-40.
27. ↑ ^{a b} Jürgen Rost: Noise barriers up to six meters high . DB ProjektBau GmbH (Ed.): Infrastructure projects 2010. Construction at Deutsche Bahn . Eurailpress-Verlag, Hamburg 2010, ISBN 978-3-7771-0414-0 , pp. 90-93.
28. ↑ ^{a b c d e f g} Information from the federal government: Transport investment report for the reporting year 2010. (PDF; 42.0 MiB). Printed matter 17/8700 of February 20, 2012, pp. 41-42.
29. ^ DB Netz AG (Ed.): Extension of the railway line between Stelle and Lüneburg completed . Press release from July 10, 2014.
30. ^ D-Hamburg: Construction work for railway lines . Document 2009 / S 8-010400 of January 14, 2009 in the Electronic Official Journal of the European Union .
31. ↑ Federal Ministry for Transport, Building and Urban Development (Ed.): Ramsauer: EU funds for the railway line Stelle-Lüneburg . Press release from March 7, 2013.
32. ↑ Fair of Variants . In: State newspaper for the Lüneburg Heath . February 28, 2015, p. 11 .
33. ↑ Nikolaus Doll, Steffen Fründt, Ernst-August Ginten, Thomas Heuzeroth, Birger Nicolai, Andre Tauber, Daniel Wetzel: Bodenlos . In: Welt am Sonntag . No. 19 , May 12, 2013, ZDB -ID 1123516-0 , p. 13 (similar version (online) ).
34. ↑ Michael Hoffmann: Operational tasks of the corridor Flensburg - Maschen (PD Hamburg) - ETCS -. (PDF) DB Netze, August 17, 2017, pp. 5, 23 , archived from the original ; accessed on January 7, 2020 (file 17.1. BAST ETCS Flb-Mas V_1.0.pdf ). 
35. ↑ Digital Rail Germany #####. (PDF) The future of the railroad. In: deutschebahn.com. Deutsche Bahn, September 2019, p. 10 f. , accessed on May 2, 2020 . 
36. ↑ Landeszeitung.de: Uelzen is also part of the HVV
37. ↑ Hans-Joachim Ritzau, Jürgen Höstel: The catastrophe scenes of the present. (= Railway accidents in Germany. Volume 2). Pürgen 1983, ISBN 3-921304-50-4 , p. 21.
38. ↑ He'll never get the curve . In: Der Spiegel . No. 31 , 1971 ( online ).
39. ↑ Reports Another accident with FS freight wagons and derailed freight train paralyzes the railway. In: Eisenbahn-Revue International . Issue 11, year 1999, ISSN  1421-2811 , p. 450 f.
40. ↑ Erich Preuss : Railway accidents at the Deutsche Bahn . transpress Verlag, Stuttgart 2004, ISBN 3-613-71229-6 , p. 108.