Utrecht – Kampen railway line

Utrecht - Kampen
A train from the Nederlandse Spoorwegen
Route length:	101 km
Gauge :	1435 mm ( standard gauge )
Power system :	1.5 kV  =
Top speed:	140 km / h
Legend Line from Arnhem , line from 's-Hertogenbosch 0.0 Utrecht Centraal 0.4 Utrecht Buurtstation Line to Amsterdam , line to Rotterdam 0.7 Amsterdamsche Straatweg 1.8 Vechtbrug Vecht 3.0 Utrecht Overvecht Route to Hilversum Hilversum - Lunetten route Route to Lunetten 4.6 Blauwkapel 6.0 Gronekansche Dijk 8.9 Bilthoven (formerly De Bilt) according to Zeist 11.7 The Dolder Route to Baarn 15.7 Soestduinen (formerly Soest-Soesterberg) 19.6 De Vlasakkers Route from Baarn – Hilversum 20.9 Amersfoort Centraal until the end of 2019 Amersfoort Route to Kesteren 21.1 Amersfoort NCS 22.1 Small paddock 23.0 Bloemendaalscheweg Route to Zutphen 24.2 Amersfoort Schothorst 24.4 Liendert 27.0 Amersfoort Vathorst 28.1 Hoevelaken Provincial border Utrecht - Gelderland 30.2 Slichtenhorst 32.4 Nijkerk to Ede-Wageningen 34.4 Diermen 36.1 Hooge Steeg 37.9 Bijsteren 39.8 Putt 41.7 Volenbeek 44.6 Ermelo 47.0 Horst-Tonsel 49.1 Harderwijk to Harderwijk Haven 55.2 Hulshorst 57.1 Nieuw Groeneveld 61.2 Nunspeet 69.8 't Harde 73.0 Oldebroek 78.8 Wezep A 50 former Hattem – Kampen Zuid line former route from Apeldoorn 82.3 Hattemerbroek (formerly Hattem) Route from Lelystad IJssel , Gelderland provincial border - Overijssel ( Hanzeboog ) Zwolle NCS later Postbahnhof 87.6 Zwolle Route to Meppel , route to Emmen , route to Almelo , route to Arnhem see Zwolle – Kampen railway line 100.9 Kampen

The Utrecht - Kampen railway , also called Centraalspoorweg , is a double-track, largely electrified main line between Utrecht , Amersfoort , Zwolle and Kampen . The railway line is one of the most important railway lines in the central Netherlands . The length of the route is about 101 kilometers.

history

InterCity trains in Zwolle

The construction of the line was initiated by the Nederlandsche Centraal Spoorweg Maatschappij (NCS) and was one of several projects of this company. The project was supported by the city of Kampen, which contributed financially. The first section of the route between Utrecht and Hattem , a few kilometers south of Zwolle, opened in 1863. The part between Hattem and Zwolle followed a year later. The last section between Zwolle and Kampen, also called Kamperlijntje , was opened to traffic in 1865. Until the opening of the Hanzelijn in 2012, the Centraalspoorweg was the shortest connection between the northern Netherlands and the Randstad . In Utrecht , the NCS also uses the systems of the Nederlandsche Rijnspoorweg Maatschappij . In 1868 the NCS and the Staatsspoorwegen (SS) agreed that railway systems could also be used together. From 1872 there was also a wagon transfer between the individual companies. Until the opening of the Arnhem - Nijmegen line in 1879, the line was the only connection between the northern and southern network of the Staatsspoorwegen.

In 1884 the NRS became the main shareholder of the NCS. When this was taken over by the Staatsspoorwegen in 1890, this continued to take care of the issues of the Centraalspoorweg. The line played an important role in the company's north-south traffic, which was reflected, among other things, in the double-track expansion between Utrecht and Amersfoort. In the same year, the SS reached an agreement with the city of Kampen that the Zwolle - Kampen connection would in future be served by a shuttle train. The remainder of the route was then primarily used for traffic between the Randstad and the northern provincial capitals.

In 1903 the line between Amersfoort and Hattem was expanded to double tracks. The IJssel bridge at Hattem remains single-track and was an operational bottleneck in the years to come. In addition to the SS trains, they also used the Koninklijke Nederlandse Locaalspoorweg-Maatschappij trains to Apeldoorn . In the 1930s it was decided to build the bridge with two tracks. Since the old abutments were already designed for the second track , the second superstructure was built first and then the old superstructure was demolished and also replaced. The renovation was completed in 1935. In 1942 the line between Utrecht and Amersfoort was electrified. The IJssel Bridge was blown up by members of the Wehrmacht during World War II , and a new bridge was completed in 1946. In 1952 the section from Amersfoorf to Zwoll was electrified, the section between Zwolle and Kampen is still not electrified. The IJssel Bridge has again been a bottleneck in recent years, as it had to be opened more often as the size of the ship increased. With regard to the construction of the Hanzelijn, a new building was therefore decided, the height of which is such that the superstructure does not have any moving parts. This new building, the Hanzeboog , was put into operation on June 14, 2011.

The maximum speed on the route is 140 km / h. This is reached on the 90 kilometers from Utrecht to Zwolle. Only the ten-kilometer section from Zwolle to Kampen is designed for 100 km / h. The line is double-tracked between Utrecht and Zwolle. However, the section from Zwolle to Kampen runs on a single track. The line has four tracks in the city of Utrecht and three tracks in the Amersfoort area.

Train traffic

An InterCity near Soest

The NCS initially used three mixed trains per day between Utrecht and Zwolle, and another train was added after the Zwolle - Kampen section opened. The trains served the whole route and therefore had to make heads in Zwolle . The opening of the Oosterspoorweg (Amsterdam - Zutphen ) in the year leads to a further growth in traffic figures, as both routes meet at Amersfoort Centraal station . From around this time on there will also be a wagon transfer. From 1879, the company used separate freight and passenger trains. From 1884 there are through car connections to Amsterdam, Rotterdam, The Hague, Groningen, Leeuwarden and Kampen.

After the Second World War, the passenger trains between Utrecht and Zwolle run almost every hour. An express train ran every two hours between Rotterdam and The Hague to Leeuwarden and Groningen . Staggered, an express train continued to run every two hours between Amsterdam and Leeuwarden or Groningen. There were also hourly passenger trains between Amsterdam and Zwolle and between Utrecht and Amersfoort. A few years later, the section was compressed to a half-hourly cycle, and individual trains ran through to Zwolle.

With the introduction of the Spoorslag 70 timetable, the Nederlandse Spoorwegen increased the offer again. The intercity trains from Rotterdam and The Hague or Amsterdam now ran hourly, there were also hourly passenger trains (Stoptrein) between Utrecht and Zwolle and Amsterdam and Zwolle, and additional amplifiers drove between Utrecht and Amersfoort. In the 1980s, most trains ran via Utrecht. The Stoptrein from Leeuwarden and Groningen were broken due to their length in Zwolle.

After the opening of the Hanzelijn, trains to Amsterdam, Schiphol Airport and The Hague took the new route. The Intercity Rotterdam - Groningen and Rotterdam - Leeuwarden continue to run every hour and half-hourly to each other. There are also sprinter trains between Utrecht and Zwolle. On the section from Zwolle to Kampen there is only one stop (regional train).

Individual evidence

1. ↑ ^{a b c d e f g} Martijn van Vulpen: Spoorlijn Utrecht - Kampen. In: www.martijnvanvulpen.nl. Retrieved February 19, 2017 (Dutch).