City S-Bahn Hamburg

City-S-Bahn
Route number (DB) :	1270
Course book section (DB) :	101.1, 101.2, 101.3
Route length:	7.830 km
Gauge :	1435 mm ( standard gauge )
Power system :	Power rail , 1200 V  =
Maximum slope :	40.0  ‰
Minimum radius :	300 m
Top speed:	60 km / h
Legend from Berliner Tor / Hammerbrook , long-distance railway from Lübeck Long-distance railway from Harburg 0.177 Central station (tracks 1 + 2 in the tunnel) 0.000 0.000 S-Bahn to Altona 0.264 Start of tunnel Long-distance train to Altona Inner Alster 1.295 Jungfernstieg Alsterfleet 2.014 Townhouse bridge Bleach fleet 3.030 Landungsbrücken 3.996 Reeperbahn 4.916 Koenigstrasse Haddock tunnel 5,898 Altona 6.016 Tunnel end 6.249 Blankeneser Bahn Long-distance train to the main station 7.830 1.299 Connecting train to the main train station 1,399 Thief pond Route to Pinneberg Swell:

The City-S-Bahn is a 7.830-kilometer stretch of the Hamburg S-Bahn , 5.752 km of which is in the tunnel. It runs between Hamburg's main train station and Altona train station, under Hamburg's city center and the St. Pauli and Altona districts . The S-Bahn lines S1, S2 and S3 of the Hamburger Verkehrsverbund go through the tunnel. Six S-Bahn stations are located in the tunnel, including the Landungsbrücken and Reeperbahn stations, which are interesting for tourists .

course

The tunnel begins immediately behind the main train station , where the route between the S-Bahn tracks of the connecting train dips. The ramp has a maximum gradient of 39.4 ‰, as the Inner Alster is already being tunneled a few hundred meters further . The first stop, Jungfernstieg , is located under this and the Kleiner Alster under the street of the same name. From there, the route continues in a south-westerly direction, passes the Stadthausbrücke stop and finally reaches the Landungsbrücken . From there it swings northwest again, tunnels under the Reeperbahn at the stop of the same name, then passes the Königstraße stop and from the south reaches the Altona tunnel station . A four-track platform and sweeping system was built here for the S-Bahn. Shortly afterwards, the train reappears with a maximum gradient of 40.0 ‰ from the underground next to the high-level parking facility for S-Bahn trains and connects to the routes to and from Blankenese and Pinneberg as well as the connecting train from the main station. The route of the City-S-Bahn ends immediately in front of the Diebsteich train station at km 7.831.

Construction

Large parts of the city tunnel were built using the cut-and-cover method. In some cases, existing houses had to be driven under. For example, the tunnel on Behnstraße runs under an apartment building at a distance of less than five meters, and the building of the former Federal Railway Directorate in Museumstraße is also driven under at a close distance. In the Davidstraße construction lot, for example between Helgoländer Allee and Reeperbahn, two 673 meter long tunnel tubes with a clear diameter of 5.80 m for the two main tracks were built for the City S-Bahn using shield driving.

history

Entrance to the Jungfernstieg station

In the 1960s, Hamburg only had two S-Bahn lines on the jointly used connecting line. Due to the planning and construction of the large housing estate Osdorfer Born and the ensuing discussions about traffic development, this route turned out to be a bottleneck. At the time, the scheduled interval between trains on the connecting line was 150 seconds, and the smallest possible signaling interval was 90 seconds. Even the slightest deviations from the plan caused enormous problems.

In addition, the connecting line almost completely bypassed the entire inner city of Hamburg and the former neighboring town of Altona by making a large arc north of the core of the settlement at that time, because its route is historically located on part of the former ramparts . So in the same decade, the planning for a tunnel was made, which should open up the city center south of the connecting line: the "City-S-Bahn".

Construction of the City-S-Bahn in the Hamburg Inner Alster.

The construction project began on October 14, 1967 and took 14 years. The routing turned out to be extremely difficult, since in addition to the Inner Alster, which was tunnelled under almost its entire length, the further course was not always based on the existing roads and instead had to drive under a few blocks of houses. The Jungfernstieg stop was a particular challenge for the engineers : this is where the route intersects with the older U1 subway line from the 1930s. Below the route of the City-S-Bahn, two platforms were built by 1973 for the new U2 diameter line of the Hamburg subway and the planned U4 . That is why the layout of the S-Bahn platform was chosen in such a way that it is located exactly between the two underground lines. Despite these difficulties, the section Hauptbahnhof – Landungsbrücken was able to be opened punctually on June 1, 1975 as an interim S-Bahn line S10 .

Besides the actual distance the two endpoints were Hauptbahnhof and Altona comprising expanded: the city tram existed prior to construction in Altona is a railway terminus with ten tracks, two of the train were reserved. Initially, the S-Bahn hall should only be abandoned and a tunnel station should be created for it. However, the entire station building was then torn down on the grounds that the risk of collapse was too high as a result of the tunnel construction. The new station, including the last remaining tunnel section between Landungsbrücken and Altona , was opened to traffic on April 19, 1979.

Platform 3 (formerly 1) in the main hall of the main station with a class 474 train

Since the extension to Harburg was also planned during the tunnel construction, a double-track tunnel station for the S-Bahn trains in the direction of Altona was built northeast of the main hall of the main station. The two tracks of the S-Bahn in the main hall were prepared for one-way traffic from Altona and the new S-Bahn platform was completed in 1981. This enabled the current track 5, which was previously used by the S-Bahn, to be reintegrated into the station section for long-distance and regional traffic.

The third and last construction phase comprised the connection between Altona and Diebsteich. With this connection in 1981 the branch to Pinneberg was connected to the City S-Bahn. Since then, connections over both trunk lines have been made possible on the two outer branches, whereby the direction of travel still has to be changed in Altona for the connection from the Blankeneser branch to the connecting railway ("turn heads").

Others

Washroom in the shelter of the Reeperbahn stop

The Stadthausbrücke and Reeperbahn stops are designed as so-called multi - purpose facilities and can be converted into civilian shelters for 4500 people each in the event of a defense or disaster . In addition, the shopping arcade above the platform of the Jungfernstieg stop can also be converted into a shelter. At the Landungsbrücken stop, there is a two-part shelter for 180 people between the above-ground platforms of the underground and the underground platform of the S-Bahn.

literature

• Andreas Janikowski, Jörg Ott: Germany's S-Bahn. History, technology, operations . transpress Verlag, Stuttgart 2002. ISBN 3-613-71195-8
• Ulrich Alexis Christiansen: Hamburg's dark worlds. The mysterious underground of the Hanseatic city . Ch. Links Verlag, Berlin 2008, ISBN 3-86153-473-8
• Lars Brüggemann: The Hamburg S-Bahn , EK-Verlag, Freiburg 2007, ISBN 978-3-88255-846-3

Individual evidence

1. ↑ ^{a b c} Kurt Seewig: Hamburg City S-Bahn - Sub-section 2 into operation . In: Railway technical review . tape 28 , no. 4 , 1979, ISSN  0013-2845 , pp. 251-270 .
2. ↑ https://eisenbahn-tunnelportale.de/lb/inhalt/tunnelportale/1270-hbf-s-bahn.html
3. ↑ DB Netze - Infrastructure Register
4. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
5. ^ DB Netz AG tunnel
6. ↑ Kovats, J. (1978): House underpass Behnstraße for the Hamburg City-S-Bahn. In: Die Bautechnik, Volume 55, Issue 11, p. 387
7. ^ Pätzold, J .; Petersen, G. (1978): Measurements on a shield-driven tunnel of the City-S-Bahn Hamburg. In: Die Bautechnik, Volume 55, Issue 9, pp. 290–294