Berlin – Lehrte railway line
| Berlin Hbf - Lehrte | |
|---|---|
 | |
| Route number : | 6107 Berlin Hbf – Lehrte 6185 (parallel) SFS Berlin-Spandau – Oebisfelde 6399 (parallel) Oebisfelde – Fallersleben (3rd track) |
| Course book section (DB) : |
Berlin – Stendal 301 Stendal – Wolfsburg 300 Wolfsburg – Lehrte |
| Route length: | 239.3 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : |
6107: Lehrte – Oebisfelde, 6107: Exit Nahrstedt – Abzw Staffelde, 6107: Rathenow – Abzw Bamme, 6107: Wustermark – Berlin Hbf, 6399: Fallersleben – Vorsfelde, 6185: Oebisfelde – Berlin Spandau: 15 kV 16.7 Hz ~ |
| Top speed: | 250 km / h |
| Dual track : | 6107: Lehrte – Oebisfelde, 6107: Exit Nahrstedt – Abzw Staffelde, 6107: Berlin-Spandau – Berlin Hbf, 6185: SFS Oebisfelde – Berlin Spandau |
The Berlin – Lehrte railway line is a multi-track, predominantly electrified main line in Berlin , Brandenburg , Saxony-Anhalt and Lower Saxony . It leads in an east-west direction from Berlin to Lehrte near Hanover . It consists of the double-track, electrified high-speed line Hanover – Berlin and the trunk line running parallel between Berlin and Wolfsburg , which is currently only single-track and not electrified in large parts.
Route description
The current 239-kilometer route runs from the main train station in Berlin in a westerly direction to Berlin-Spandau ( Havel bridge ) , from there via Rathenow ( Havel bridge ) , Stendal ( Elbe bridge near Hämerten ), Oebisfelde , Wolfsburg and Gifhorn ( Elbe side canal) Tunnel ) and joins the line from Braunschweig to Hanover at Lehrte station .
The main line runs between Berlin-Staaken and Wolfsburg- Fallersleben parallel to the newly built high-speed line. While speeds of 250 km / h are possible on the upgraded electrified line, the main line is largely single-track and not electrified; the maximum speed here is 120 km / h. Connections between the two routes only exist before and after Stendal. Between the Ribbeck junction and the Bamme junction , both lines run on the same track for 17 km, the maximum speed here is 200 km / h. The line from Wolfsburg- Vorsfelde to Lehrte was also upgraded to a speed of 200 km / h.
history
Construction and operational development
The Magdeburg-Halberstädter Eisenbahngesellschaft (MHE) received the concession in 1867 to build this railway and a branch from Stendal via Salzwedel to Uelzen, the so-called American line . The route was intended to shorten traffic between Berlin and Hanover compared to the existing connection via Potsdam , Magdeburg , Oschersleben , Wolfenbüttel and Braunschweig . It was built on two tracks and went into operation in the following stages:
- March 15, 1870: Stendal – Salzwedel
- February 1, 1871: Gardelegen –Stendal– Spandau Lehrter station
- July 15, 1871: Spandau– Berlin Lehrter Bahnhof
- November 1, 1871: Lehrte – Gardelegen for goods traffic, on December 1, 1871 also for passenger traffic
The Berlin-Lehrter Railway became the property of the Kingdom of Prussia in December 1879 through the purchase of MHE . Together with other companies, the MHE was liquidated on July 1, 1886 and thus part of the Prussian State Railways . In the Berlin ( Charlottenburg ) area, the facilities of the Lehrter Bahn were increasingly combined structurally and operationally with those of the Hamburg Railway , which was still separate . This process was completed before the First World War with the separation of passenger and freight traffic from Berlin to the bypass between Wustermark and Nauen, the new construction and renovation of the Spandau passenger station and the opening of the Wustermark marshalling yard .
The railway line gained more and more importance in the passenger and goods traffic of the capital with Hanover, the Ruhr area and Bremen. With the division of Germany after the Second World War, the line largely lost long- distance passenger transport . Due to the reparations in the Soviet occupation zone , their railway facilities were reduced to a minimum, which in some cases led to strange, time-consuming operations at train crossings . In Berlin, the remaining traffic was concentrated on other routes and stations, so that in 1952 the Lehrter Bahnhof ceased operations and was finally demolished in 1958.
In 1974, with the 970 m long Elbe Lateral Canal Tunnel, an underpassing of the newly constructed Elbe Lateral Canal was completed about 50 m south of the previous route.
From 1976 the interzonal trains between Berlin and Hamburg used the Lehrter Bahn between Wustermark and Berlin. The new Staaken control station was set up for this purpose. After German reunification , long-distance trains ran from Berlin to Hanover again from 1991.
The line between Lehrte and Wolfsburg was modernized at the end of the 1980s and equipped with push-button interlockings, and numerous no longer required switches and sidings were removed.
Development of the Hamburger and Lehrter Bahn in Berlin
Track vehicle SKL 24 in Berlin-Westend on the former track of the Lehrter Bahn in the city center, on the left the track of the former Hamburg line out of the city, 1987
|
To connect to the new Berlin Ringbahn , a connection to the freight station Charlottenburg-Westend (today Westend) was established near Fürstenbrunn in 1879. This connection was expanded in 1882 as the Lehrter light rail connection to Berlin-Charlottenburg station in order to create a link for passenger trains of the Lehrter Bahn to the new Berlin light rail . For the same purpose, the Hamburg light rail connection between Ruhleben and Berlin-Charlottenburg train station went into operation in 1882 for the Hamburger Bahn .
As a result of the nationalization, the adjacent railway systems and their traffic in Berlin and Spandau could be combined and reorganized to form Hamburg and Lehrter Bahn :
- Relocation of the passenger traffic of the Hamburger Bahn to the Lehrter Bahnhof in Berlin and the closure of the Hamburger Bahnhof in October 1884.
- Consolidation of the freight yards in Berlin to " Berlin Hamburger u Lehrter Gbf " , or "Berlin H u L" for short , until May 1893.
- Reorganization of the Lehrter Bahnhof and the Hamburger Bahnhof in Spandau into a freight station (west of the Havel) and passenger station (east of the Havel) between 1888 and 1892. Only a few years earlier (1885) a freight track had been built here, to “outside of Berlin” at all create a link between the two tracks.
- At the same time, the two pairs of tracks between Berlin and Spandau were no longer used according to their directions (Hamburg, Lehrte), but separated according to passenger and freight traffic. The Lehrter Bahn was used here exclusively for freight trains. In the area of the expanded Moabit station, changes were also made in connection with the four-track expansion of the ring line.
In 1898, Putlitzstrasse station allowed for the first time changing between the northern ring trains and the suburban trains Spandau – Berlin Lehrter Bahnhof. Further stations for the trains of the Lehrter Bahn were opened:
- in Staaken (1900)
- in Fürstenbrunn (1905) for the workers in Siemensstadt
- in Jungfernheide (1908)
Major renovation of the Spandau railway systems
The steadily growing long-distance travel, suburban and freight traffic made the thorough renovation of the Spandau railway systems necessary from 1905 to 1912. Freight transport tasks for which Berlin's railway facilities had become too narrow were also to be outsourced.
Between Ruhleben and the Spandau freight station, the old Lehrter Bahn line, which was last used for freight traffic, was abandoned and a new eight or six-track line was created on the embankment of the Hamburg Railway. There were separate tracks for long-distance passenger, suburban and freight traffic.
To the west of the Spandau freight station (Spandau West), new passenger trains for the Lehrter Bahn were created in 1908, and they only branch off from the Hamburger Bahn at the Staaken border. As before, east of Spandau, the original tracks of the Lehrter Bahn could only be used for freight traffic. They took the freight trains, not only to Hanover, but also to Hamburg. From 1909, the Wustermark marshalling yard went into operation, taking on shunting tasks from Spandau and, in part, the Berlin stations Moabit and H u L. In 1911 the Ruhleben freight yard was opened for traffic with several connecting railways .
At the same time, special suburban tracks were set up for the increasing suburban traffic with the Berlin light rail and led to the new suburban train station Spandau West (opened in 1910) west of the Havel. In 1911, the Spandau suburban railway , which branched off from the Hamburg light rail connection at the Heerstraße station and passed through the Rennbahn (opened in 1909) and Pichelsberg stations , went into full operation.
When the tram connection between Heerstrasse and Charlottenburg station was relocated to the south-west, this section also received its own suburban tracks, and electric S-Bahn traffic to Spandau began in August 1928 . Although planned to Wustermark earlier, the S-Bahn was only extended to Staaken in 1951. In 1980 the S-Bahn traffic was discontinued and between Spandau and Staaken has not been re-established to this day.
Construction of the high-speed line
Main article: Hanover – Berlin high-speed line
In the 1980s, plans arose to expand the Lehrter Bahn into a high-speed line for transit traffic between West Germany and West Berlin . The transit tracks were to run parallel to the existing tracks of the Lehrter Bahn (main tracks) for internal traffic within the GDR , but separate from them.
That this plan was the basis for the high-speed line that went into operation in 1998 can still be seen today when an ICE passes a diesel-powered regional train with a maximum speed of 120 km / h at speeds of up to 250 km / h. Since electric regional trains are used between Berlin and Rathenow, stations on the main tracks such as Groß Behnitz cannot be served.
Between the track 150 and 157 kilometers (Mieste-Miesterhorst), however, the high-speed line were in the course of the expansion path Lehrterstraße during the construction of overhead wire poles in concrete without boom and catenary erected. Since the expansion was reduced several times during the construction work, the masts still bear witness to the demolished electrification of the existing line. A 5.3 km long section between Abzw Bamme and Rathenow was subsequently electrified in 2011 in order to have an electrified diversion route available during a lane renovation of the parallel high-speed line that was carried out at that time.
Between kilometers 48 (Ribbeck junction) and 65 (Bamme junction), the Lehrter Bahn was built over by the high-speed line in order to keep the interference in a nature reserve as low as possible, so that this section is also used by the regional railways.
Congested railroad
On November 11, 2019, the line between Berlin-Spandau Ost and Berlin Hauptbahnhof was declared a congested rail route.
Accidents
On October 16, 1917, a serious railway accident occurred in Schönhausen (Elbe) station : a special train with children ran into a freight train . 26 people died and 16 others were injured.
On January 22, 1941, a serious rear-end collision occurred at Isenbüttel-Gifhorn station (today: Gifhorn ): the express freight train Dg 6120 crashed into the Wehrmacht train W 94122, which was stopped. 94 people died and another 156 were injured.
Current usage
Long-distance passenger traffic today only uses the high-speed line, although not all trains stop in Wolfsburg and Stendal as planned. Here are ICE and electric locomotives drawn carriage trains ( Intercity , Flixtrain ) are used.
Section Berlin – Rathenow
The regional express line RE 4 runs every hour between Rathenow and Berlin and on to Ludwigsfelde . The East German Railway uses Stadler KISS electric multiple units here . The Nennhausen and Buschow stops are only served every two hours. Other lines also operate on sections of the Berlin urban area.
Rathenow – Stendal section
Between Rathenow and Stendal, diesel railcars of the Hanseatic Railway are used on the regional train line RB 34 LINT . The trains run every two hours on the main line. In addition, a pair of trains on the RE 4 line will be connected via Rathenow to Stendal. Since the main line is not electrified on this section, the ODEG electric multiple units have to drive over the high-speed line so that the stops between Stendal and Rathenow cannot be served.
Stendal – Wolfsburg section
Between Wolfsburg and Stendal, Abellio Rail Mitteldeutschland operates the RB 35 line every hour from Monday to Friday, and only every two hours on weekends. Diesel railcars of the type LINT 41 are used .
Wolfsburg – Hanover section
The metronom railway company operates the RE 30 line with the enno brand every hour between Hanover and Wolfsburg. The offer is reinforced in the rush hour by three amplifier train pairs with load direction Hanover. Alstom Coradia Continental multiple units from the vehicle pool of the regional association for the greater Braunschweig area are used .
Further expansion
For the years 2024-2027, it is planned to electrify the main line and expand it to a top speed of 160 km / h for the sections in the Schönhausen area and between Nahrstedt and Gardelegen. In addition, new points are to be installed as transfer connections to the high-speed line and the technical equipment of the line adapted.
In the years 2027-2034, the high-speed line in the section between the Ribbeck branch and the Bamme branch is to be expanded for speeds of up to 250 km / h and at least one additional track is to be built in the Ribbeck branch and Bamme branch of the main line. In addition, the electrification and speed increase to 160 km / h in all other areas of the Lehrter main line as well as adaptation work in various stations and at branch points are planned.
A Wolfsburg West stop is to be set up between Wolfsburg-Fallersleben and Wolfsburg Hbf .
A performance agreement on draft and approval planning for the expansion of the Lehrter main line is to be concluded in 2019 .
literature
- Peter Bley: 150 years of the Berlin – Hamburg railroad . alba-Verlag, Düsseldorf 1996, ISBN 3-87094-229-0 .
- Bernd Kuhlmann: Railway node Berlin . Verlag GVE, Berlin 2006, ISBN 3-89218-099-7 .
- Alfred von der Leyen (ed.): Berlin and its railways - 1846–1896 . Reprint, Aesthetik und Kommunikation Verlag, Berlin 1982, ISBN 3-88245-106-8 .
- Wolfgang Philipps: "The best connection line between the East and the West". Political background of the Berlin-Lehrter Railway. In: Lehrter Land & People: Magazine for History, Culture and Local History , Vol. 42 (2014), pp. 14-16.
Web links
- Lehrter Bahn on berliner-bahnen.de
Individual evidence
- ↑ Bundestag printed matter 19/16019, page 3 , accessed on January 4, 2020
- ↑ Overloaded railways 2019. In: fahrweg.dbnetze.com. DB Netz AG, November 2019, accessed on December 8, 2019 .
- ↑ ODEG timetable RE4, RB34, RB13, RE3 (2020). Retrieved April 28, 2020 .
- ↑ Timetable RB 34. Accessed on April 28, 2020 .
- ^ Course book of Deutsche Bahn 2020, KBS 301. Retrieved on April 28, 2020 .
- ↑ 100 days enno - a first balance. Retrieved April 28, 2020 .
- ↑ Construction projects Deutsche Bahn: Hanover - Berlin (Lehrter Stammbahn)
- ↑ Reactivation of train stops. Retrieved March 30, 2019 .
- ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/10271 - . Results of the “Fulda Round” 2019. Volume 19 , no. 10571 , June 3, 2019, ISSN 0722-8333 , p. 3 ( BT-Drs. 19/10571 ).