Berlin – Hamburg railway line
| Berlin Hbf - Hamburg Hbf Berlin Hamburger Bf - Hamburg Berlin Bf |
|
|---|---|
 | |
| Long-distance railway | |
| Route number (DB) : | 6100, 6107 |
| Course book section (DB) : | 100 (Hamburg - Hagenow) 102 (Hamburg - Büchen) 172 (Hagenow - Ludwigslust) 204 (Ludwigslust - Berlin) 209.10, 209.14 (Nauen - Berlin) |
| Route length: | 286.7 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : | 15 kV 16.7 Hz ~ |
| Top speed: | 230 km / h |
| Dual track : | continuously except km 282.2 to 284.6 |
| S-Bahn Berlin | |
| Route number (DB) : | 6020, 6025 |
| Course book section (DB) : | 200.41, 200.42, 200.5 |
| Gauge : | 1435 mm ( standard gauge ) |
| Power system : | Power rail , 750 V = |
| S-Bahn Hamburg | |
| Route number (DB) : | 1244 |
| Course book section (DB) : | 101.2, 101.21 |
| Route length: | 25.076 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Power system : | Power rail , 1200 V = |
| Top speed: | 100 km / h |
| Dual track : | Hamburg Hbf - Wohltorf |
The Berlin – Hamburg line is a double-track, electrified main line in the German states of Berlin , Brandenburg , Mecklenburg-Western Pomerania , Schleswig-Holstein and Hamburg . It connects the federal capital Berlin with Hamburg via Wittenberge and Ludwigslust .
It is the first existing line in Germany to be expanded for speeds of over 200 km / h and thus become a high-speed line . The 286.7 km between the main train stations of both cities are covered by the fastest trains in 103 minutes, the travel speed is 164 km / h (as of the 2020 timetable).
The line was built by the Berlin-Hamburg Railway Company on May 6, 1844 and put into operation on December 15, 1846. At that time it was the longest long-distance railway line in the German states. It led from Berlin, Hamburger Bahnhof (from October 1884 from Lehrter Bahnhof ), via Spandau , Neustadt (Dosse) , Wittenberge , Ludwigslust , Büchen and over the already existing 15.6 kilometer stretch of the Hamburg-Bergedorfer Railway to the Berlin train station in Hamburg .
history
The route ran over the sovereign territories of five then independent states within the German Confederation: the Free and Hanseatic City of Hamburg, the Duchies of Holstein and Lauenburg under the Danish king , the Grand Duchy of Mecklenburg-Schwerin and the Kingdom of Prussia . Since Bergedorf still belonged to the two cities of Lübeck and Hamburg together, the Free Hanseatic City of Lübeck was also affected by the railway construction.
These countries signed a state treaty on November 8, 1841, regulating the route and the settlement of transit duties. The willingness of Hamburg and Mecklenburg to subscribe to part of the share capital was a prerequisite for the constitution of the Berlin-Hamburg Railway Company in 1843 and the construction of the line. The first ten percent of the share capital totaling eight million thalers was raised in 1844, so that construction near Ludwigslust in Mecklenburg could begin in May 1844. The railway company received the construction and operating concessions of the affected countries in 1845. Up to 10,000 people were busy with the construction at peak times.
The first thing to do was to open the 222-kilometer route from Berlin to Boizenburg on October 15, 1846. With the completion of the remaining section of 45 kilometers to Bergedorf on December 15, 1846, the construction work was completed. Together with the route of the Hamburg-Bergedorfer Eisenbahn , which opened for passenger traffic on May 16, 1842, and for goods traffic on December 28, 1842 , the entire Berlin-Hamburg route went into operation on December 15, 1846. The Hamburg-Bergedorfer Eisenbahn merged with the Berlin-Hamburger Eisenbahn-Gesellschaft. In Hamburg, the Berlin train station was on the site of today's Deichtorhallen . It consisted of a reception building and an open wooden hall with four tracks.
The first chairman of the director was Friedrich Neuhaus from 1850 , who filled this position with great dedication until his death on December 4, 1876.
Start of operations
The first trip from Berlin to Hamburg took over nine hours. The locomotives Hansa , Concordia , Vorwärts , Germania and Amazone pulled the passenger and freight cars on behalf of the stock corporation, which owned a total of 33 passenger cars of the combined first and second class, 43 cars of the third class as well as one car for "tallest people".
In the first year, around half a million people used the new connection. The shorter sections of the route were frequented more frequently - for example between Berlin , Spandau and Nauen , Wittenberge and Büchen or Hamburg and Bergedorf . Within 20 years the annual income had doubled to 890,000 thalers . In the case of freight transport, revenue rose disproportionately from year to year. The increasing industrialization and the growing population of Berlin and Hamburg contributed to the fact that the rail freight traffic increased strongly.
As a connection between the two largest German cities, it was one of the most important German railway lines. In view of the various possibilities of influence of the state commissioners of the countries through which the main line of the company ran, a doctoral thesis found it “... almost inexplicable that, despite this confusion of responsibilities, the BHE was one of the most profitable railway companies in all of Germany until its liquidation in 1886 was ".
Integration with other railway lines and nationalization
In Hamburg, the "Lübeck Bahnhof" was built in 1865 just 600 meters east of the "Berliner Bahnhof", and in 1866 the Klosterthor station of the Hamburg-Altona connecting line , about 200 meters to the north. A connecting track was later laid from this in front of the portal of the Berlin train station.
The Berlin-Hamburg railway company had a twelve-kilometer branch line from Büchen to Lauenburg build on the Elbe to obtain a permit for the route over Schwarzenbek obtain. This branch line went into operation on October 15, 1851 and could be used free of charge by the citizens of Lauenburg due to the Lauenburg railway privilege if they traveled before or after on the Berlin-Hamburg railway. The Hannöversche State Railroad built a continuation to Lüneburg in 1863/64. Both sections were linked over the Elbe with the Lauenburg – Hohnstorf trajectory on March 15, 1864 for 14 years, after which the current Lübeck – Lüneburg railway was created through the construction of the Lauenburg bridge .
Until it was nationalized, the route earned its shareholders an average annual return of 8.87 percent. From January 1, 1884, sections of the line were taken over into the inventory of the Prussian State Railways . Now their tracks and railway systems between Spandau and the Lehrter Bahnhof in Berlin could gradually be merged with the Lehrter Bahn to form the Hamburg-Lehrter Bahn . The Hamburg light rail connection between Berlin-Ruhleben and Berlin-Charlottenburg train station went into operation as early as 1882 to connect the Hamburg railway from Spandau to the Berlin light rail .
In 1938 the four-track expansion of the line from Spandau to Falkensee began. The S-Bahn should be extended to Falkensee and Nauen. Immediately after the beginning of the Second World War , the work was stopped.
Express train operation and records
From January 7, 1926 - for the first time in Germany - telephone calls could be made from the moving train on this route.
After the study society for electric rapid transit had suggested a rapid transit railway between Berlin and Hamburg in a memorandum in 1904 after previous successful attempts with electric high-speed railcars on the military line between Berlin-Marienfelde and Zossen , the line was actually used twice in the 1930s for " Racetrack ”for record drives. For this purpose, the distance from the distant signal was extended from 700 m to 1200 m along the entire route, the curve radii were enlarged and an inductive train control system was installed.
On June 21, 1931, the rail zeppelin traveled the 257 km stretch between Hamburg-Bergedorf and the Lehrter station in Berlin in 98 minutes (between 3:27 and 5:05 a.m.). The train reached a top speed of 230 km / h between Karstädt and Wittenberge. At 230.2 km / h, the vehicle set a speed record for rail vehicles that was only exceeded in 1955. The unusual vehicle moved with a propeller mounted on the stern. The last time the car was on the route was in July 1934. Its speed, which was far too high for that time, but also the difficult operational handling due to the propeller drive, prevented further use.
On May 11, 1936, the high-speed steam locomotive 05 002 with three express train cars and a measuring car set a new world record for steam locomotives at km 52 between Vietznitz and Paulinenaue at 200.4 km / h.
On May 15, 1933, a hitherto unique express railcar service was started with the DR 877 “Fliegender Hamburger” diesel express railcar . With a journey time of up to two hours and 18 minutes, the “Fliegende Hamburger” achieved an average speed of up to 123 km / h for the 286.8 km long route between Hamburg Hauptbahnhof and Berlin Lehrter Bahnhof. However, the majority of travelers continued to travel in steam-hauled express trains with a journey time of around three and a half to four hours. With the outbreak of World War II, express railcar traffic was discontinued in favor of projects that were important to the war effort. The “Fliegende Hamburger” was the world's fastest scheduled train connection at the time.
The route record of the flying hamburger was not reached until 1997. It was not until the 2001 summer timetable that some ICE trains were faster with a journey time of two hours and eight minutes . Since the expansion was completed on December 12, 2004, the journey time has been around one and a half hours.
Post-war development
With the restoration of the bridge over the Elbe-Lübeck Canal near Büchen, the route was again open to traffic in July 1946. Freight traffic, which began in August 1947, came to a standstill again on June 24, 1948 during the Berlin blockade. On September 10, 1949, passenger trains ran between Berlin and Hamburg for the first time since the end of the war.
Like many lines in Germany, the Hamburger Bahn was affected by the division in the post-war period. The demarcation lines between the two German states, the Federal Republic of Germany and the GDR , and between the GDR and West Berlin, ran between Büchen and Schwanheide and Albrechtshof and Spandau West . In addition, the second track on GDR territory was dismantled as a reparation payment for the Soviet Union . Nevertheless, the Deutsche Reichsbahn (DR) operated in addition to its inland traffic Berlin – Schwerin – Wismar also the interzonal traffic with passenger and freight trains on this important route. The Deutsche Bundesbahn also removed the second track between Büchen and Schwarzenbek .
In the 1950s and 1960s, DR steam locomotives of the 03 series ran to Hamburg-Altona in interzone train traffic , which were then replaced by the new 01.5 series. It was not until the 1973 summer timetable that DB locomotives took over the services between Hamburg and Büchen. Class 118 and 132 diesel locomotives were used in the east, and DB class 218 in the west . At the end of the 1950s, the DR used express multiple units of the DR class VT 12.14 on the Berlin – Hamburg route , following on from the famous flying Hamburgers of the pre-war era. However, these diesel-mechanically powered multiple units from the Hungarian company Ganz did not prove themselves, so this service only lasted for a short time.
On the evening of December 5, 1961, engine driver Harry Deterling broke through the barricades in Staaken that had been erected on August 13, 1961 at full steam . That same night, border guards saw the rails apart in this area. As a result, on the Berlin side, the Hamburg – Berlin transit trains were led via the Berlin outer ring and Griebnitzsee to West Berlin and the border crossing in Albrechtshof was finally closed. In the 1960s, the travel time between the big cities rose to over six hours because of border controls, detours and single-track routes. An agreement between the Bundes- and Reichsbahn limited the number of trains on the German-German border in Büchen to the east to 24 freight and five passenger trains and to the west to 17 freight and five passenger trains. The free capacities in the Hamburg area were used by the Hamburg S-Bahn.
Before the division of Germany, the line was one of five main national axes that flowed into Hamburg from all directions (in addition to Flensburg, Lübeck / Wismar / Rostock / Stralsund / Saßnitz, Hanover, Bremen). With the division, the route lost its importance; traffic to and from Hamburg was now concentrated mainly in the north-south direction. While electrification reached Hamburg from Hanover in 1965 and from Bremen in 1968 and these lines were later expanded for speeds of up to 200 km / h, there were no expansions on the Berlin-Hamburg axis.
It was not until 1976 that trains to Hamburg ran from Berlin-Spandau via the newly established border crossing in Staaken on the Lehrter Bahn to Wustermark , from there on the Wustermark – Nauen section of the Jüterbog – Nauen railway line back onto the old line. In the 1970s, the line between Nauen and Schwerin got its second track back.
In 1988 the Deutsche Reichsbahn planned to upgrade the section between Nauen and Neustadt (Dosse) for a speed of 160 km / h. Before the turning point , the maximum speed allowed on the route was 120 km / h.
All transit trains on this route received an additional stop in Wittenberge after November 9, 1989 .
Train
The Spandau – Nauen route was part of the Berlin suburb tariff from 1921. Despite many earlier plans, Falkensee was not connected to the Berlin S-Bahn network until August 14, 1951 . The expansion to Nauen did not take place. After the Berlin Wall was built on August 13, 1961, the city was again decoupled from the rapid transit system. Falkensee and the Havelland could only be reached from East Berlin with long detours via the Berlin outer ring (around West Berlin).
In Hamburg, too, S-Bahn traffic was introduced on the Hamburg Railway , as long-distance traffic was insignificant. The tracks, electrified from 1959 with direct current over busbars, first reached to Bergedorf, and from 1969 to Aumühle . After the establishment of the Hamburger Verkehrsverbund (HVV), this route was integrated into the city's rapid transit network from 1967 as the S2 (today S21, S2 Altona - Bergedorf).
Since May 26, 2002, the S-Bahn has been running on its own tracks north of the long-distance train tracks to Aumühle.
After the fall of the wall
| Timetable year | Typical travel time |
|---|---|
| Before the route opens | approx. 30 hours by stagecoach |
| Opening (1846) | nine hours (around 30 km / h cruising speed) |
| 1853 | 390 minutes (night courier) |
| 1914 | 194 minutes |
| 1933 | 138 minutes (" Flying Hamburger ") |
| 1949 | 270 minutes (interzonal train) |
| 1965 | 416 minutes (transit train) |
| 1973 | 312 minutes (transit train) |
| 1989 | 243 minutes (IC "Max Liebermann") |
| 1993 | 204 minutes |
| 1994 | 179 minutes (InterCity) |
| 1996 | 160 minutes (InterCity) |
| 1997 | 134 minutes (ICE "Flying Hamburger") |
| Winter timetable 2000 (November 2000 to June 2001) |
by 140 minutes |
| Summer timetable 2001 (until September 2001) |
128 minutes |
| Summer timetable 2004 (until December 2004) |
around 140 minutes |
| As of December 12, 2004 | 90-93 minutes |
| From May 28, 2006 (opening Berlin Hbf ) |
90-96 minutes |
| Annual timetable 2011 | 93-100 minutes |
| Annual timetable 2013 | 97-110 minutes |
| Annual timetable 2016 | 102-110 minutes |
| Annual timetable 2019 | 104-110 minutes |
After the fall of the Berlin Wall , the Deutsche Reichsbahn set up an InterCity connection (IC) Berlin – Hamburg with the name Max Liebermann on August 1, 1990 , which was first used by former TEE railcars of the DB class 601 , which the DR hired in Italy would have. However, these vehicles only ran until September 28th, after which this train ran with locomotives of the diesel locomotive series 132 of the DR and IC cars of the DB. In 1991 there were four pairs of trains. From 1992 the two-hour clock was established. The travel times between Berlin and Hamburg were around four hours. The first trains from Nauen to Berlin ended first in Charlottenburg, then Jungfernheide, later Westkreuz.
Refurbishment and expansion for 160 km / h
In the run-up to the Federal Transport Infrastructure Plan in 1992 , two other options were considered in addition to the emerging Berlin-Hamburg maglev train :
- A new line between Bergedorf and Spandau costing around DM 6 billion was supposed to reduce the travel time from Hamburg to Berlin to 67 minutes (at a top speed of 300 km / h) or 61 minutes (350 km / h). This variant was quickly rejected due to the lack of economic efficiency.
- For investments of around 2.4 billion DM, an expansion of the existing Hamburg – Berlin line (for up to 220 km / h) in connection with an 83 km long new line (for 300 km / h) between Boizenburg (near Büchen) and Kuhblank ( near Wittenberge). The aim was to avoid drops in speed in Hagenow Land, Ludwigslust and Wittenberge and to shorten the route length by 16 km. The travel time between Hamburg and Berlin should be reduced to 82 minutes. This variant was no longer pursued after the federal government decided on March 2, 1994 to implement the high-speed maglev train.
As part of the German Unity transport project , the line was included in the 1992 Federal Transport Infrastructure Plan as VDE Rail No. 2 . A complete renovation was planned with a continuous double-track expansion as well as electrification and installation of modern control and safety technology for a consistent 160 km / h. The expansion, which began in 1991, should be completed by 1997. The project center Berlin of the planning company Bahnbau Deutsche Einheit was entrusted with the project .
The first construction work on the existing line took place in 1991, and the first sections (Zernitz – Breddin, Wittenberge) were completed at the end of 1992. On July 14, 1992, the electrification of the section between Ludwigslust and Büchen was initiated with the first pile-hammer. In 1992 it was planned to drive the route at 200 km / h from the mid-1990s. The preliminary planning for the expansion was completed in March 1993. The planned costs were 3.6 billion D-Marks. The 270 km long project was divided into six project sections. Of 54 level crossings on the 139 km long section in Brandenburg, 34 were to be replaced, 7 to be abandoned and 13 to remain for the time being. In the summer of 1994 the Federal Ministry of Transport determined the line of the new traction power line to be built. The traction power line was not implemented. Instead, decentralized converter plants were built to supply traction power.
The stretch between Falkensee and Albrechtshof was closed in 1993 and completely renovated between Falkensee and Spandau. The old, ground-level Albrechtshof station was removed and rebuilt about 80 meters away on the embankment as a stopping point. On May 28, 1995 it was returned to traffic, as was the entire route of the old Hamburg railway. The first trains via Albrechtshof directly to Berlin did not run until May 28, 1995.
Then a new pair of tracks was built south of the then single-track railway line between Falkensee and Nauen. The tracks were removed from the northern route. The route will be kept free for the construction of a S-Bahn connection Berlin – Falkensee – Nauen.
In May 1995, the section between Falkensee and Berlin-Spandau West was used on a single track in diesel operation. From 1995, the Hamburg Railway was almost continuously double-tracked again, with the long-distance route only being single-track in Hamburg between kilometers 282.2 (Abzw Rothenburgsort) and 284.6 (Üst Anckelmannsplatz).
During the peak of the construction work, travelers had to accept a 40-minute longer journey time of three hours and 40 minutes. By mid-1996, 92 km of track had been renewed. In the autumn of 1996, the electric train service between Hamburg and Nauen was started, the travel time between Berlin and Hamburg was reduced to 2 hours and 40 minutes from September 29, 1996. From May 22, 1997, the entire route could again be driven electrically.
On the Hamburg side, separate long-distance tracks were laid parallel to the tracks previously used together with the S-Bahn; To the east of Berliner Tor station, the second long-distance track had to be dispensed with for 2.4 km (from km 282.2 to 284.6) due to the limited space on both sides of the embankment. In order to be able to use platform tracks 11-14 for traffic to and from Berlin in the Hamburg Hbf station on the one hand and to bypass the single-track section on the other hand, a single-track line was built between the Tiefstack junction through the Hamburg-Rothenburgsort station over a new Oberhafen bridge and the Ericus junction in the former Hamburg Hgbf station.
A total of around two billion euros was invested in this first expansion stage.
By the end of 1996, 3.090 billion D-Marks had been invested in the 270 km long expansion project. The planned total costs were 3.805 billion DM. Four of the eleven sub-projects were still under construction at the time. From May 29, 1997, the ICE Fliegender Hamburger ran between Berlin and Hamburg in two hours and 14 minutes. By then, the 190 km route had been completely renewed. By 1998, 4.5 billion D-Marks (around 2.3 billion euros) had been invested in expanding the line.
The expansion was initially only for a maximum speed of 160 km / h, with an option for a further expansion for 200 km / h was provided. Considerations for a further expansion were postponed in favor of the initially planned high-speed maglev train. In the planning (1996–2000) a travel time of less than 60 minutes (without stopping) at a maximum speed of 400 km / h and an investment volume between 3.9 and 4.5 billion euros was envisaged. The opening should take place from 2006. Due to inefficiency, Hartmut Mehdorn stopped the project shortly after he took office in 2000 as CEO of Deutsche Bahn AG. The maglev consortium had expected more than 40,000 travelers a day with expected construction costs of around twelve billion D-Marks .
At the end of 1999 there was already an alternative scenario within the railways in the event that the Transrapid project should fail. With a top speed of 200 km / h, a travel time of less than two hours should be possible, with an upgrade to 230 km / h of 90 minutes. As far as the almost 70 level crossings on the line could have been preserved, the estimated cost was 700 million D-Marks (around 350 million euros). In May 2000 it was announced that the route would be upgraded to 230 km / h for a travel time of 90 minutes. At the end of 2000, the ICE offer on the route was increased from one to three pairs of trains per day.
The expansion of the existing railway line to become a high-speed line was also controversial. An expert opinion from 1992 suggested the expansion of the route via Uelzen ( Hamburg – Hanover railway ) and Stendal ( Hanover – Berlin high-speed line ) for ICE trains between Berlin and Hamburg, while freight traffic in particular should remain on the Berlin-Hamburg railway. Another report from 1994 assumed costs of less than one billion D-Marks (around half a billion euros) for this variant.
On ten sections between the route kilometers 236.4 and 287.0 (state border Mecklenburg-Western Pomerania / Schleswig-Holstein to Hamburg Hauptbahnhof), the specially monitored track procedure has been in effect since 1996 .
Expansion for 230 km / h
| Timetable year | ICE fare (single journey, 2nd class, without discounts ) |
|---|---|
| November 2000– September 2001 |
100 DM (51.13 €) (297 tariff kilometers ) |
| Annual timetable 2004 | 49 euros |
| Annual timetable 2005 | 55 euros |
| Annual timetable 2006 | 58 euros |
| Annual timetable 2007 | 62 euros |
| Annual timetable 2008 | 65 euros |
| Annual timetable 2009 | 68 euros |
| Annual timetable 2010 | 70 euros |
| Annual timetable 2011 | 70 euros |
| Annual timetable 2012 | 73 euros |
| Annual timetable 2013 | 76 euros |
| Annual timetable 2014 | 78 euros |
| Annual timetable 2015 | 78 euros |
| Annual timetable 2017 | 79 euros |
| Annual timetable 2018 | 81 euros |
| Annual timetable 2019 | 83 - 87 euros |
At the beginning of the new millennium, the shortest travel time between Hamburg and Berlin was two hours and eight minutes.
In February 2000 the decision was made not to build the Transrapid between the two cities. The federal government then decided to further expand the existing railway line and granted a construction cost subsidy of one billion DM (around 511 million euros ) for the second expansion stage . For this purpose, the 263 km / h route was expanded from 160 to 230 km / h. The driving speed, which is 30 km / h higher in sections compared to conventional upgraded routes, is necessary in order to be able to achieve a driving time of 90 minutes. The subsidiary of Deutsche Bahn DB Verkehrsbau GmbH was commissioned with the project .
The route thus became the first upgraded route in Germany to be driven at over 200 km / h. Up to now, higher speeds have only been driven on new lines , which have usually been routed past settlements and train stations. For the first time, protective grids were also used on the platforms (see below).
On October 21, 2002, the financing agreement for the expansion in the amount of 638.7 million euros was signed. Around 300 million euros of this had been invested by the end of 2003.
During the expansion from 2002 onwards, 52 level crossings were removed and replaced by 56 crossing-free railway underpasses and overpasses. A new overhead line was installed as well as a line control system . 162 points were built or rebuilt.
An almost complete renewal of the superstructure , the installation of safety points and a renewal of the overhead contact line were also necessary . With the exception of a total closure from July 14th to September 27th in the section Wittenberge - Nauen , most of the construction work was carried out with ongoing train operations. Even the Wittenberge station was rebuilt comprehensively in the context of the development. Among other things, the station was upgraded for passage at 160 km / h.
The expansion target for the route was derived from the prospect of a construction cost subsidy of 511.3 million euros. After a continuous expansion for 200/230 km / h had proven not to be financially viable, this was discarded in favor of an expansion for 230 km / h with drops in speed to a minimum of 160 km / h. According to information from Rüdiger Grube , the route was "only poorly" expanded in some areas. Around 200 million euros were required to replace the 52 level crossings alone. Up until the line was put into operation, around 250 test runs with the ICE S at up to 253 km / h had taken place (permitted operating speed of up to 230 km / h plus 10 percent safety reserve). The expansion of the line was completed when the timetable changed in December 2004. The federal government ultimately invested around 650 million euros in this second expansion phase.
On December 12, 2004, for the opening ceremony of the expanded line, a special ICE train with Transport Minister Stolpe , Railway Chief Mehdorn and other guests made the journey from Hamburg Central Station to Berlin-Zoologischer Garten station in 88 minutes.
The most heavily loaded sections with up to around 120 trains per day and direction after the completion of the upgraded line were in Hamburg (between Aumühle and Büchen) and in the Berlin area (between Finkenkrug and Spandau).
Long-distance traffic from 2004
From March 1, 2005, in the current timetable period, an additional late evening connection from Berlin to Hamburg was used. The ICE left Berlin Zoo station at 11 p.m. and reached the Hanseatic city at 12:32 a.m. This additional train is due to Hartmut Mehdorn's promise to the First Mayor of the Free and Hanseatic City of Hamburg, Ole von Beust , during the opening trip to enable Hamburg citizens to go to the theater in Berlin in the evening with a S-Bahn connection in Hamburg.
With the timetable change on May 28, 2006, long-distance traffic between Berlin and Hamburg was reduced to an hourly service.
In the 2007 annual timetable, ICE trains (mostly ICE T ) ran on the route every hour, which were reinforced by InterCity and EuroCity trains. In addition, there is the regional express transport Berlin – Wittenberge – Schwerin and Rostock – Schwerin – Büchen – Hamburg. In the area around Berlin and Hamburg, the train sequence is condensed by regional trains . Freight trains also operate .
With the timetable change in December 2006, the hourly service of the Hamburg – Berlin ICE line was extended continuously to the south (Leipzig, Nuremberg, Munich).
The scheduled journey time of the ICE between Hamburg and Berlin has been continuously increased since 2004. While individual trains still covered the distance in 90 minutes as planned after the expansion to 230 km / h went into operation, most of the 20 or so ICE train pairs between Hamburg Hauptbahnhof and Berlin Hauptbahnhof are scheduled to travel in both directions for over 100 minutes. A scheduled journey time between 97 and 99 minutes is achieved by foregoing a stop in Berlin-Spandau for one ICE train in the direction of Hamburg-Berlin and two trains in the direction of Berlin-Hamburg. The reason for the increase was that the originally planned 90 to 93 minutes of travel time contained insufficient time reserves and the majority of the trains could not be kept. Deutsche Bahn increased the regular fare for the Hamburg – Berlin ICE connection between the commissioning of the upgraded line in December 2004 and December 2013 by 41.8 percent. The price increase in this relation is thus well above the national average, which was 36.4% price increase between 2003 and 2013 in DB long-distance transport.
Development of the number of passengers
After ICE traffic started operating in 1997, around 6,000 travelers were counted every day. When the upgraded line went into operation at the end of 2004, Deutsche Bahn anticipated an increase from 2.4 to 2.8 million passengers between the cities within a year. Against this background, the space capacity was increased by 15 percent and a new late ICE from Berlin Zoo was deployed from 9.45 p.m. Just one month after the route opened, in January 2005, the load factor rose by 27 percent year-on-year.
In January 2006, according to Deutsche Bahn, the number of passengers rose year-on-year from 60 percent to around 10,000 travelers a day; the average occupancy was 50 percent. In December 2006, the company stated that two years after the opening of the 90-minute route, the increase was 3000 passengers per day. According to railway information from May 2007, around 10,000 travelers travel long-distance between the two cities every day. According to the company, the year-on-year growth is 47 percent. In weekend and public holiday traffic, up to 13,000 long-distance passengers use the route every day (as of May 2007).
In the late 2000s, material defects were discovered in numerous concrete sleepers along the route; this made it necessary to replace 260,000 damaged sleepers. Both tracks were closed between March 1 and June 13, 2009 for the sleeper change. Long-distance trains were diverted via Stendal / Uelzen , regional trains were largely replaced by buses.
According to the Deutsche Bahn, the market for long-distance travel between the Berlin and Hamburg areas (all modes of transport) had a volume of around 14,000 journeys per day in 2013. According to other information, Deutsche Bahn expects the number of passengers between Berlin and Hamburg to increase to around 14,000 travelers per day in 2018 after the new lines of the German Unity Transport Project 8 have come into operation .
The number of long-distance travelers increased between 2014 and 2018 from 4.5 million to 6.1 million travelers per year. With almost 17,000 travelers per day, the axis between Hamburg and Berlin is one of the most popular long-distance rail connections in Germany (as of 2019). The seat capacity between Berlin and Hamburg increased from 6.9 million in 2010 to 8.7 million in 2019.
outlook
In 2017, the Berlin-Brandenburg transport association published a corridor study for the congested section Berlin-Spandau - Nauen. This forecasts a passenger increase of 23% by 2030, even if there are no improvements to the offer. Further increases in passenger numbers result from the expansion of the S-Bahn by 15% or 10%, but only by 5% for the regional train. An extension of the S-Bahn to Nauen would cost at least 250 million euros, to Finkenkrug 200 million euros. The existing S-Bahn, which currently ends in Spandau, is to be extended to the Staaken district of Berlin , while an additional express S-Bahn line is to open up the suburbs. A third track to Falkensee for an improved regional train service without the S-Bahn would cost at least 60 million euros. In this case, however, the necessary investments for the performance-enhancing conversion of the Berlin-Spandau station node are missing .
In order to improve the offer at relatively short notice, the state of Brandenburg is ordering additional capacity for existing train connections as well as additional repeater trains to Nauen for rush hour from the second quarter of 2019.
In 2018, Deutsche Bahn AG planned to set up a half-hourly service on the route from 2019. In addition, DB plans to set up 5G mobile communications as part of a model project; funds were allocated for this in the 2019 federal budget. The half-hourly cycle is now planned to be introduced from December 2021. Compared to 2019, the number of daily pairs of long-distance trains is to be increased from 24 to 30 and the number of seats from 30,000 to 36,000.
The Germany-Takt concept presented in October 2018 envisages a three- to four-track expansion of the line between Neustadt (Dosse) and Berlin-Spandau for 250 km / h.
Technical equipment and special features
Train protection
The route is from 16.5 to 271.0 kilometers with LZB and, in the upgraded section up to 235 km, is equipped with Ks signals throughout , and continues towards Hamburg with H / V signals in compact design. In the area of the Spandau train station, there is also a short-term inclusion in the LZB of the high-speed line Hanover-Berlin . The LZB of the upgraded line was equipped with CIR-ELKE II (type LZB L72CE ). The "electronic point of view" ( Modular Cockpit display ) of the train driver on the route ahead is up to 10,000 meters at.
Railway power supply
The rail energy for the route is fed into the overhead line via substations and converter stations of various types. For this reason, the main switch for electric traction vehicles must be switched off briefly on the three protective routes Paulinenaue , Glöwen and Warlitz (km 53, 100 and 195) (status: May 2007). In these sections of the route, the power supply for sockets and air conditioning in the train is switched off for about half a minute; During the same period, the transparent pane behind the driver's cab (“ lounge ”) also becomes opaque. Taking this special feature into account, the LZB was also modified for the automatic layout of the main switch.
roadway
Between Wittenberge and Dergenthin (route kilometers 129.3 to 135.4), a test section was built in 1993 in slab track of the Züblin type . In 1994 a modified type Rheda followed . A slab track was also installed in the section between Breddin and Glöwen (route kilometers 93 to approx. 101) . An additional 13 brake and hot box detection systems were installed along the route .
The slab track at km 134/135 is to be replaced by a ballasted track in the future.
Platform security
Driving past platform tracks at a maximum speed of more than 200 km / h required, for the first time on a German high-speed line, passenger safety systems in the form of barriers at 33 platforms at 21 stations. These are 4.80 meters long and 1.20 meters high grids, between which 1.20 meters large passages allow access to the track. Bilingual signs urge travelers on the platform edge to step back. On the side facing away from the track, there is a warning against entering the platform before the train has come to a standstill.
In addition, waiting passengers are to be warned during train journeys by loudspeaker announcement by means of an automatic passenger warning system, either train-controlled or manually triggered by an operator on the fallback level:
"Caution high-speed trips. Note the safety instructions on the platform. "
"Attention on platform 1: A train ride."
(Recorded at Paulinenaue train station on August 1, 2006)
The Federal Railway Authority initially allowed an exception to the applicable regulations for a test run. Following the amendment to the railway building and operating regulations , this type of passenger safety on platforms on tracks that are driven on at speeds of more than 200 km / h is now prescribed in Section 13 (3) EBO.
literature
- von der Leyden (Ed.): Berlin and his railways 1846–1896. Reprint of the 1896 edition, 2 volumes. Aesthetics and Communication, Berlin 1985, ISBN 3-88245-106-8 .
- Martin Baufeld: Closing the gap. German Unity Transport Project No. 2. Spandau – Falkensee section . Ed .: Planungsgesellschaft Bahnbau Deutsche Einheit mbH. Berlin May 1995 (48 pages).
- Peter Bley: 150 years of the Berlin – Hamburg railroad . alba, Düsseldorf 1996, ISBN 3-87094-229-0 .
- Alfred Gottwaldt : The Berlin-Hamburg Railway and its stations . In: Brandenburgische Denkmalpflege , vol. 5, 1996, issue 1.
- Dietrich Kutschik, Burkhard Sprang: The Berlin-Hamburg Railway . Transpress-Verlag: Berlin 1996, ISBN 3-344-71040-0 .
- Wolfgang Feldwisch, Eberhard Jänsch (Editor): Expansion of the Hamburg – Berlin line for 230 km / h . In: Edition ETR . DVV Media Group / Eurailpress, Hamburg 2005, ISBN 3-7771-0332-2 ( pmcmedia.com [PDF; 2,3 MB ]).
- Hermann Hoyer, Dierk Lawrenz, Benno Wiesmüller: Hamburg Central Station . EK-Verlag, Freiburg 2006, ISBN 3-88255-721-4 .
- Report of the Committee on the establishment of an Actien-Verein for the railway connection between Berlin and Hamburg . Berlin December 1842, digitized
Web links
- Route, operating points and permissible speeds on the OpenRailwayMap
- Information about the Berlin-Hamburg railway
- Information about the route on berliner-bahnen.de
Footnotes
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ↑ Dietmar Ramuschkat: The railway line Wittenberge-Buchholz. Dissertation, University of Hamburg, 2002, p. 8. ( online as PDF)
- ^ Peter Bley: 150 Years of the Berlin – Hamburg Railway . S. 22-23 .
- ↑ a b c Closing the gap: German Unity Transport Project No. 2: Section Spandau - Falkensee . Berlin, May 1995, pp. 11, 17, 19.
- ↑ Zentralblatt der Bauverwaltung , Volume 46, 1926, No. 4 (from January 7, 1926) ( online ), p. 46.
- ↑ a b c d e Günter Hammermeister, Jörg Pachl: Hamburg railway node again with powerful Berlin main line . In: Eisenbahntechnische Rundschau , 46, 1997, September, pp. 573-580.
- ↑ Horst Weigelt : On the history of express traffic on German railways . In: Theo Rahn, Hubert Hochbruck, Friedrich W. Möller (eds.): ICE - train of the future . Hestra-Verlag, Darmstadt 1991, pp. 16-34.
- ^ Kreil: Friesack official area. Forays through Ländchen and Luch. Geiger-Verlag, Horb 1996, ISBN 3-89570-131-9 , page 69.
- ↑ In four hours from Berlin to Munich . In: Süddeutsche Zeitung , No. 52, 1995, p. 5.
- ↑ Reichsbahn at 160 km / h . In: Die Bundesbahn , 64, No. 12, 1988, ISSN 0007-5876 , p. 1197 f.
- ^ Siegfried Knüpfer : Railway lines for German unity - an interim balance in 1996 . In: Eisenbahntechnische Rundschau , No. 7/8, July / August 1996, pp. 461–469.
- ↑ a b c Hamburg – Berlin for 230 km / h . In: Eisenbahn-Revue International , issue 12/2002, ISSN 1421-2811 , p. 538.
- ↑ a b c d e f g h Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Berlin – Hamburg 2:15 . The new life of the "Hamburger Bahn". Berlin, S. 22 .
- ↑ Timetable perspectives . In: Eisenbahn-Revue International , issue 4/2001, ISSN 1421-2811 , p. 186 f.
- ^ A b c Rudolf Breimeier: The fast railway connection Hamburg - Berlin . In: Eisenbahn-Revue International , issue 7/2000, ISSN 1421-2811 , pp. 328–335.
- ↑ The country needs new paths. Now! So that the future doesn't fall by the wayside: Hamburg-Büchen-Berlin . Federal Minister of Transport, brochure (eight A4 pages) as of January 1992.
- ↑ Information about the implementation of the rail transport projects . Planungsgesellschaft Bahnbau Deutsche Einheit , brochure, 1992, without page numbering.
- ↑ a b Information on the German Unity Rail Transport Projects in the State of Brandenburg . Planungsgesellschaft Bahnbau Deutsche Einheit mbH; As of March 1993.
- ↑ Message electrification of the railway lines in the new federal states is progressing . In: signal + wire . 84, No. 9, 1992, ISSN 0037-4997 , p. 283 f.
- ↑ Announcement AEG builds overhead lines on the Berlin – Hamburg railway line . In: Railway technical review . 41, No. 5, 1992, p. 348.
- ↑ a b German Unity Transport Projects. Status: April 1996 . Federal Ministry of Transport, brochure (50 A4 pages), Bonn 1996, p. 5
- ↑ 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.
- ↑ Plan approval documents for 110 kV traction power line south (BA 3270), DB ProjektBau GmbH, April 30, 2012, Appendix 2, Appendix 1
- ↑ a b c German unity transport projects. Status: 1997 . Federal Ministry of Transport, brochure (50 A4 pages), Bonn 1997, p. 10 f.
- ↑ Faster from Berlin to Hamburg . In: ZUG , No. 10, 1995, without ISSN, p. 8.
- ↑ a b Berlin - Hamburg in two hours and forty minutes . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): Info-Brief , ZDB -ID 2668166-3 , issue 2/1996, July 15, 1996, p. 1 f.
- ↑ "Flying Hamburger" back on track . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (publisher): Info-Brief , ZDB -ID 2668166-3 , issue 2/1997, August 31, 1997, p. 4.
- ↑ a b Better plans in the closet . In: Der Spiegel . No. 44 , 1998, pp. 78 ( online ).
- ↑ Hartmut Mehdorn: I never wanted to become a diplomat . Hoffmann and Campe, Berlin 2007, ISBN 978-3-455-50047-9 , p. 91 f.
- ↑ a b c Dirk Westphal: At the sprinter pace to the Alster . In: Die Welt online from June 2, 2007
- ↑ Faster to Berlin? In: Der Spiegel . No. 46 , 1999, pp. 115 ( online ).
- ^ The balance sheet press conference on May 10, 2000 . In: Eisenbahn-Revue International , issue 7/2000, ISSN 1421-2811 , p. 303.
- ↑ ICE network expanded . In: Eisenbahn-Revue International , issue 12/2000, ISSN 1421-2811 , p. 530.
- ↑ BT-Drs. 16/6868 (PDF; 70 kB) Response of the Federal Government to the minor question from MPs Jan Mücke, Michael Kauch, Horst Friedrich (Bayreuth), other MPs and the FDP parliamentary group
- ↑ Expansion of Berlin – Hamburg . In: Eisenbahn-Revue International , issue 3/2004, ISSN 1421-2811 , p. 98.
- ↑ a b Bahn plans a faster connection between Berlin and Hamburg . In: The world . tape 51 , no. 51 , March 1, 2001, ISSN 0173-8437 , p. 37 .
- ↑ Faster to Berlin . In: Eisenbahn-Revue International , issue 6/2001, ISSN 1421-2811 , p. 242 f.
- ↑ Expansion of Berlin – Hamburg . In: Eisenbahn-Revue International , Issue 8–9 / 2003, ISSN 1421-2811 , p. 340.
- ↑ Wolfgang Feldwisch, Olaf Drescher , Christian Knittler: The upgrading of the Berlin – Hamburg railway line to v = 230 km / h . In: Railway technical review . tape 51 , no. 10 , 2002, ISSN 0013-2845 , p. 629-637 .
- ↑ Sven Böll: "Respect for Winter" . In: Der Spiegel . No. 45 , 2013, ISSN 0038-7452 , p. 87 f .
- ↑ ABS Hamburg – Berlin opened . In: Eisenbahn-Revue International , issue 2/2005, ISSN 1421-2811 , p. 51.
- ↑ By train from Hamburg to Berlin in one and a half hours . In: Eisenbahn-Revue International , Issue 1/2005, ISSN 1421-2811 , p. 42 f.
- ↑ Berlin - Leipzig with 200 km / h . In: Eisenbahn-Revue International , issue 7/2006, ISSN 1421-2811 , p. 322.
- ↑ Peter Thomas: Fast and on time . In: Frankfurter Allgemeine Sonntagszeitung . No. 19 , 2013, pp. V13 ( faz.net ).
- ↑ "Rail prices are rising, but the company is also announcing improvements for passengers. Also on the Hamburg-Berlin commuter route." - Abendblatt.de, accessed on December 15, 2013
- ↑ Hamburg-Berlin in 90 minutes . ( Memento from August 18, 2007 in the Internet Archive ) In: Stern
- ↑ N ew parade route by train: From Hamburg to Berlin in 90 minutes . ( Memento of January 24, 2007 in the Internet Archive ) NDR report of December 8, 2004
- ↑ As of March 1: late train from Berlin to Hamburg . In: Hamburger Abendblatt , February 18, 2005
- ↑ 60 percent increase in passenger numbers between Hamburg and Berlin . bahnnews.info, January 14, 2006
- ↑ Faster train, more expensive train . In: Handelsblatt , December 6, 2006
- ↑ Bahn is successful with a new transport concept . Press release from Deutsche Bahn from May 15, 2007
- ↑ Helge Schreinert, Karsten Derks: Route Hamburg – Berlin fit again for high-speed traffic . In: Der Eisenbahningenieur , September 2009 issue, pp. 6-10.
- ↑ Manuel Rehkopf: Complete commissioning of the new / upgraded VDE 8 line, DB Fernverkehr AG service concept . Presentation, August 26, 2013, p. 10.
- ↑ Klaus Kurpjuweit: The train is accelerating and wants to Munich in four hours . In: Der Tagesspiegel . No. 21793 , August 29, 2013, p. 13 ( online ).
- ↑ a b On the way to Germany-Takt: Deutsche Bahn will run every half hour between Berlin and Hamburg from 2021. In: deutschebahn.com. Deutsche Bahn, May 8, 2019, accessed on May 11, 2019 .
- ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Dr. Christian Jung, Nicole Westig, Frank Sitta, other MPs and the FDP parliamentary group - printed matter 19/12135 - . Train lengths in Germany. tape 19 , no. 12477 , August 16, 2019, ISSN 0722-8333 , p. 2 ( BT-Drs. 19/12477 ).
- ↑ Public transport concept 2030, Regionaldialog Wittenberge. (PDF) Verkehrsverbund Berlin-Brandenburg , accessed on July 13, 2017 .
- ↑ Press release Land Brandenburg: Berlin / Brandenburg: Improvements in regional traffic. In: LOK Report. March 14, 2018, accessed July 18, 2018 .
- ^ Tim Bartz, Gerald Traufetter: Emergency timetable . In: Der Spiegel . No. 47 , 2018, p. 68 ff . ( online ).
- ↑ Change of timetable: more trains, more frequent connections. In: deutschebahn.com. Deutsche Bahn, October 10, 2019, accessed on October 11, 2019 .
- ↑ Target timetable Germany-Takt Presentation of the first expert draft within the framework of the future alliance rail. (PDF) October 9, 2018, p. 22 , accessed October 19, 2018 .
- ^ J. Eisenmann, G. Leykauf: Slab track for railways . In: Concrete Calendar 2000 BK2 . Verlag Ernst & Sohn, Berlin 2000, pp. 291–298
- ↑ Planning approval according to § 18 Abs. 1 AEG i. V. m. Section 74 (6) VwVfG for the project “Track renewal Wittenberge - Dergenthin with replacement of the railway overpass in km 134.423” in the municipalities of Karstädt and Perleberg in the district of Prignitz in the federal state of Brandenburg Rail km 134.264 to 135.673 of the route 6100 Berlin-Spandau - Hmb-Altona . (PDF) In: eba.bund.de. Federal Railway Office, August 12, 2020, p. 5 , accessed on August 24, 2020 .