Wanne-Eickel – Hamburg railway line
The Wanne-Eickel – Hamburg railway is the shortest railway connection between the Ruhr area and the Hamburg metropolitan area and one of the most important railway lines in north-west Germany and runs through the cities of Münster , Osnabrück and Bremen .
It was built from 1870 to 1874 by the Cologne-Mindener Eisenbahn-Gesellschaft (CME) and branches off its main line (Cologne-) Deutz-Minden in Wanne-Eickel as part of the Hamburg-Venloer Bahn . Today, the main line has been expanded to consist of at least two tracks and electrified , and in some parts the liner train control allows speeds of up to 200 km / h.
Because of the constantly rolling freight and passenger trains day and night, it was nicknamed "Rollbahn".
Planning and construction
The track was built under the Cologne-Minden Railway Company (CME) on behalf of the Prussian state as the eastern part of a connection between Hamburg and Paris ( "Paris-Hamburg train"), whose western end point in the German railway network in the Dutch town of Venlo should be and therefore known under the name " Hamburg-Venloer Bahn ".
To connect this connection to its existing route network, the CME rang the Prussian state the concession from that of their regular route Cologne - Minden lying Station tub to choose as the starting point of their route to Hamburg and then by some 25 kilometers north of it the station holders the To build a line to Venlo .
On January 1, 1870, the first Wanne – Münster section was opened, followed by an extension to Osnabrück on September 1, 1871. From 1 December 1872, the railway over which connected same across the in the Prussian province of Hannover lying Harburg with the Venlo train station in Hamburg, which was officially called from 1892 Hanover railroad station.
After the section from Osnabrück to Hemelingen and on August 16 to Bremen was completed on May 15, 1873 , the line was completed with the opening of the missing section between Bremen and Harburg on June 1, 1874.
The CME first built a freight yard in Bremen at the position of today's town hall, called Hamburger Bahnhof . This was provisionally also used for passenger traffic when the previous passenger station in Bremen was no longer able to accommodate. After the new Bremen main train station was completed in 1891, the route was moved there and the old station demolished. The route leading towards Hamburg was later continued to be used by the Bremen – Tarmstedt small railway and can still be recognized today as a green corridor between Fürther Straße and Innsbrucker Straße.
First years of operation
On December 30, 1906, at Ottersberg (Han) station, an express train drove into the flank of a shunting freight train , the engine driver of which had not seen the signal indicating "Halt" in thick fog . Eight people died.
On September 29, 1907, the end of the line in Hamburg was swiveled from the Hanover station to the new main station , which had already opened on December 6, 1906, and the Oberhafen stop was set up next to the old terminus on the new route . By 1908, the Wanne – Osnabrück section and soon afterwards the rest of the line received a second track.
On January 16, 1918, an express train and a holiday train with soldiers collided between Bohmte and Osnabrück. 31 people died, 66 were also injured.
Planned four-track expansion
After the First World War , the Deutsche Reichsbahn planned to expand the Münster – Osnabrück line with four tracks. The acquisition of the land was essentially completed. The first work had already begun, including the construction of a second tunnel tube for the Lengerich (west) tunnel. According to the planning, the old tunnel should remain in operation.
The global economic crisis that paralyzed the country in the early 1930s then brought the project to a standstill. Since the new Lengerich tunnel was finished, it was connected to the existing route and put into operation because of the better alignment. The old Lengerich tunnel was not used until the Second World War , when it served as an underground arms factory for a while. After the Second World War, the old Lengerich tunnel was used civilly, including as a shooting range for an arms dealer.
From the four-track expansion, widened railroad embankments and overpasses are already visible directly north of the tunnel to the town of Hasbergen. There the expansion of the line was already relatively far advanced.
Expansion in the 20th century
In the 1960s, the line was electrified and commissioned in 1968.
The Hamburger train received between the stations 1983 Hamburg-Harburg and Hamburg main station an own route (for the lines S3 and S31 ) arranged between Norder- and Süderelbe runs parallel to the long-distance route. New S-Bahn stations were built in Hamburg-Wilhelmsburg and Hamburg-Veddel . After the commissioning of the Harburg S-Bahn , the old Veddel and Wilhelmsburg stops were no longer operated and dismantled as part of the long-distance line.
Expansion to the high-speed route
The Federal Transport Infrastructure Plan 1973 introduced the upgraded line Hamburg-Osnabrück Dortmund as one of eight planned expansion projects in the field of railways. As an upgraded route from Hamburg to Münster, it was also included in its update, the coordinated investment program for federal transport routes from 1977 and the federal transport route plan 1980 . For the expansion of the Hamburg – Bremen – Münster route, the 1978 Federal Transport Infrastructure Plan provided for investments of 613 million DM (price as of 1978).
Large parts of the line between Hamburg, Bremen and Münster were put into operation from 1978 as a high-speed line for speeds of 200 km / h. In the section between Hamburg and Bremen, the section between Sprötze and Lauenbrück (20.1 kilometers) went into operation for high-speed travel between 1978 and 1984, and in 1982 the section between Lauenbrück and Scheeßel . The section between Scheeßel and Utbremen (40.1 kilometers) followed between 1983/84 and 1986 , the last 9.7 kilometers followed in 1990. In 1985, the last level crossing (on federal highway 4 ) was lifted and between Buchholz and Rotenburg (Wümme) the third track put into operation. In the section between Bremen and Münster, the section between Dreye and Kirchweyhe (4.0 kilometers) went into operation for high-speed trips in 1983. In 1984/85 the majority (67.3 kilometers) of the section between Bramstedt and Bohmte followed , the rest (3.2 kilometers) in 1986.
In 195 individual measures to expand the 287-kilometer section between Münster and Hamburg, 550 million D-Marks (price as of 1991) were invested. This includes the construction of the third track in the section between Bremen and Hamburg.
Triple track expansion
In June 1986 a third track went into operation between Buchholz (branch to the Maschen marshalling yard ) and Rotenburg in order to better handle goods and passenger traffic side by side. Actually, the Minden – Nienburg and Verden – Rotenburg lines were supposed to be double-tracked afterwards in order to divert freight traffic from the Ruhr area – Bremen section to the four- track Hamm – Minden line. However, these plans have not yet been implemented.
The Federal Minister of Transport approved the three-track expansion in June 1980. The construction work began immediately afterwards. By autumn 1981, around three-quarters of the 40-kilometer expansion section had been approved. Including line improvements between Buchholz and Tostedt, the planned investment costs were around 200 million DM.
Expansion in Hamburg
In the years 2007 to 2009, the 1700 meter long pier railway in the port area south of Hamburg Central Station was renewed. It had been created to enable flood-free and crossing-free access to the main train station.
On November 11, 2019, the route between the main train station and Harburg was declared a congested rail route.
New construction and reactivation of local transport stations in the greater Osnabrück area
On May 18, 2015, the Lower Saxony Ministry of Economics, Labor and Transport announced that an internal audit in cooperation with the Lower Saxony regional transport company (LNVG) revealed that the construction of a new stop at the high altitude at Rosenplatz in Osnabrück could begin at short notice. This would especially connect the Osnabrück Neustadt / southern inner city directly to the rail network. The creation of a stop was agreed on March 28, 2019 between the state of Lower Saxony, LNVG and DB.
Furthermore, the station in Vehre, which is currently closed to rail traffic, in the Osnabrück suburb of Belm, received the green light to reactivate. However, due to the necessary infrastructure measures, this can only be realized in the medium to long term.
The railway line is the backbone of long-distance passenger transport between the Ruhr area and Hamburg with at least one pair of intercity trains per hour. Most of these trains only run from Münster to Hamburg on the historical route (timetable routes 120 Hamburg – Bremen and 385 Bremen – Münster).
Between Dortmund and Münster, however, they first use the Dortmund – Lünen railway line and then the single-track Lünen – Münster connection . Additional long-distance trains therefore usually take a detour via the Dortmund – Hamm and Hamm – Münster railway lines . ICE Sprinter and the Flixtrain as the successor to the HKX (as well as the former Metropolitan ) are / were routed past Bremen via the freight route directly to Hamburg in order to save time.
But the southern section of the Wanne-Eickel – Münster route (route book 425) is also regularly used by long - distance passenger rail services, in particular through the two-hour IC line 35 from Norddeich Mole via Münster, Recklinghausen, Wanne-Eickel, Duisburg, Cologne to Koblenz. There are also individual ICE connections (a pair of trains between Münster and Stuttgart) as well as the ICE 919 to Cologne and the ICE 512 journey from Munich that ends in Münster.
In the metropolitan areas of Rhine-Ruhr, Bremen and Hamburg, there are also lines of local rail passenger transport on this route: On a short stretch between Recklinghausen Süd and Recklinghausen Hauptbahnhof , line S 2 of the Rhine-Ruhr S-Bahn runs , and also the Rhein-Haard -Express (RE 2 from Düsseldorf Hbf) or the Niers-Haard-Express (RE 42 from Mönchengladbach Hbf) to Münster. The Rhein-Haard-Express was extended to Osnabrück in December 2019, omitting various stations (only Haltern and Dülmen are served between Recklinghausen and Münster); the RE 42 operates every half hour between Essen and Münster, so that the offer here includes three trips per hour every day.
The RB 66 “Teuto-Bahn” of the Eurobahn also runs every hour between Münster and Osnabrück . In a Europe-wide invitation to tender , eurobahn was able to secure the operation of the RB 66 line in the Teutoburg Forest network for 15 years. The company took over operations from Westfalenbahn when the timetable changed in December 2017 and also uses Stadler FLIRT multiple units . The local transport plan of the responsible association provides for this line to be set up every half hour from Monday to Friday due to demand.
The route is of great importance in freight traffic between the Ruhr area and the North Sea ports. It shows a high density of trains here.
The maximum speed between Hamburg and Buchholz is 160 km / h due to the numerous bends. Between Buchholz and Bremen, 200 km / h are possible on all continuous tracks, in the city of Bremen a maximum of 160 km / h. The 86-kilometer section from Dreye to Bohmte can be driven continuously at 200 km / h, in the following, winding stretch through the Wiehen Mountains, the top speed drops to 110 km / h. Between Lengerich and Sudmühle, 200 km / h are again possible, from here to the confluence with Wanne-Eickel a maximum of 160 km / h.
The throughput speeds at the larger stops on the way are 60 km / h in Münster and 100 km / h in Osnabrück.
The Bremen bypass can be driven at a maximum of 100 km / h (Bremen fork junction: 80 km / h), the Münster bypass at 80 km / h throughout.
The Zweckverband Nahverkehr Westfalen-Lippe (NWL) presented the concept of a possible S-Bahn Münsterland in November 2019 . This provides for a half-hourly S-Bahn line between Münster and Osnabrück, which is to run every hour from Osnabrück to Vehre. Compared to today, the new stops Münster Handorf-Dorbaum, Belm and Vehre are to be served. In addition to the S-Bahn, an hourly RE line from Düsseldorf to Osnabrück is to run, which only stops in Lengerich between Münster and Osnabrück. In terms of infrastructure, this requires an extension of platform 11 in Münster and the construction of a new switch connection there.
Freight bypass Bremen and Mahndorfer curve
The Bremen Freight Bypass Line is a bypass line near Bremen, which is 13 kilometers shorter than the main line leading through Bremen Central Station. The threading out in Sagehorn station is at the same height, the threading in at the Bremen fork junction does not cross over with a flyover structure.
In order to be able to transport goods from the Rhenish-Westphalian industrial area to Harburg without leaving the German customs area, a line serving only goods traffic in accordance with the contract was built in a straight line east of Bremen.
The abbreviation was used by the luxury train Metropolitan in the years 1999-2004 in order to achieve the shortest possible travel time from the Ruhr area to Hamburg. As a successor, a pair of ICE Sprinter trains is currently using the route, leaving out Bremen Hbf.
For the HKX ( Hamburg-Cologne-Express ) the participating Locomore railway company had submitted an application to use the train path. According to plans from 2010, a stop in Sagehorn was planned for Bremen passengers. However, as things currently stand, this stop is not offered (as of December 2016). Since March 23, 2018, the Flixtrain from Flixmobility has succeeded the HKX.
As part of the S-Bahn concept for Bremen, a connection to the Wunstorf – Bremen railway line was planned from the Sagehorn – Dreye freight line , which would have enabled a continuous S-Bahn line from Nordenham to Rotenburg (Wümme). The project failed because of the high costs. An IC crossing station Bremen-Mahndorf had also been considered.
Münster freight bypass railway
The Münster freight bypass is an electrified, predominantly single-track, 13-kilometer bypass in Münster in Westphalia , which is only used for freight traffic in order to lead it around the main train station in Münster . However , there is no alternative for freight trains to and from Rheine .
The bypass line begins at the Mecklenbeck depot on the Wanne-Eickel - Münster line. It runs east around the city center and joins the Münster - Osnabrück line at the Sudmühle station. In addition, the Lechtenberg junction gives you the option of using the bypass line in the direction of Sudmühle (or vice versa) from the Hamm - Münster route.
For the most part, the bypass line classified as the main line is single-track. Only the connecting curve to the Hammer route and the section of the transfer point (Üst) Pracht - Bbf Sudmühle are two-pronged. The Bbf Kanal has three station tracks.
The route is completely free of intersections, mostly built on an embankment. Only in the section between the Mecklenburg station and the Canal station is it partially in a cut. There are many bridges along the route, of which the one over the Dortmund-Ems Canal is the largest.
It was opened on October 5, 1930, making it the youngest major railway construction project in the Münsterland . The reason for the construction of the bypass was the sharp increase in freight traffic after the First World War in connection with the fact that Münster Central Station had no pure through tracks for goods trains and that they could not be built due to a lack of space.
Originally, the planning also envisaged the construction of a two-sided marshalling yard (e.g. in the area between Dortmund-Ems Canal and Kaldenhofer Weg), which was to be connected to all important routes leading to Münster via the bypass railway. For cost reasons, however, only the bypass was implemented.
Some structural features still bear witness to the original plans. Examples of this are the railway embankment designed for two tracks, the very wide embankment embankment in the area of the planned marshalling yard and bridge abutments that have never been used .
On May 25, 1968, the electrification of the line was completed.
Due to the planned relocation of goods traffic on the North Sea ports – Ruhr area to other routes via Minden as part of the Netz 21 project, the bypass line is not intended to be shut down immediately due to the lack of expansion there.
In long-distance traffic, the hourly Intercity trains are operated with IC push-pull train sets, usually hauled by class 101 locomotives. These are to be upgraded to intercity express trains and replaced by ICE 4 multiple units .
The freight trains, which ran according to plan on the Kirchweyhe / Bremen – Hamburg section of the route in the summer of 1960, were hauled by class 01 , 03 , 41 and 50 steam locomotives. In the summer of 1965, steam locomotives of the series 01, 41, 44 , 50 and 94 as well as electric locomotives of the series E 40 were in use in front of the southbound freight trains . The northbound freight trains were hauled by steam locomotives of the series 01, 41, 50, 94 as well as electric locomotives of the series E 40 and diesel locomotives of the series V 200 . Small locomotives were used in front of the transfer freight trains between Hamburg and Bremen .
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