Hamm – Minden railway line
| Hamm – Minden | |
|---|---|
 Main line Cologne – Minden in dark red | |
| Route number (DB) : | 1700 (passenger traffic) 2990 (freight traffic) |
| Course book section (DB) : | 400 (Hamm – Bielefeld) 370 (Bielefeld – Minden) |
| Route length: | 112 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : | 15 kV, 16.7 Hz ~ |
| Top speed: | 200 or 160 km / h |
| Dual track : | continuous |
The Hamm – Minden railway is one of the most important and busiest railway lines in Germany . It is the main axis of long-distance passenger , local and freight traffic between the Ruhr area and eastern Germany.
It is part of the main line from Cologne-Deutz to Minden built by the Cologne-Mindener Eisenbahn-Gesellschaft (CME) , after which the company was named. It was opened in 1847 and has since been modernized and expanded several times. The two current routes with the VzG route numbers 1700 (passenger traffic) and 2990 (freight traffic) form the longest four-track section in Germany.
history
Track systems
The line was opened on October 15, 1847 by the Cologne-Mindener Eisenbahn-Gesellschaft as the last part of their main line and continuation of the connection (Cologne-) Deutz - Düsseldorf - Duisburg - Dortmund - Hamm, which had already been built in previous years.
The line was double-tracked from the start, although some sections were put into operation before the second track was finished. Because of their importance for east-west traffic in Prussia and in international traffic, the four-track expansion was carried out between 1909 and 1916. To this end, numerous level crossings were replaced by underpasses and new station buildings were built to make room for the route. An interesting example of the proverbial “Prussian thrift” was the flyover structure near Ahlen: The Richterbach block station located there served a level crossing on the structure that crossed the passenger train line above at the same height. Today there is a road bridge over the railway structure.
From an operational point of view, however, there are two routes with two tracks each, one of which with VzG number 1700 is intended for passenger traffic at speeds of up to 200 km / h, while the route with VzG number 2990 is primarily used for freight traffic and at a maximum 160 km / h may be driven. From Ahlen to shortly after Gütersloh, the two southern tracks form line 2990, the two northern tracks form line 1700, to Heessen and from Avenwedde the high-speed line runs south next to the freight line.
electrification
The pair of lines was electrified in the mid-1960s. The first test train pulled by the E 10 438 electric locomotive ran on September 25, 1968, the official opening special train was pulled by the 112 498-1 electric locomotive on September 29, 1968 . Since that day, the section between Hamm and Wunstorf has been electrified and the important connection between the Ruhr area and Hanover is continuously electrically accessible.
High-speed test track
The first Federal Transport Infrastructure Plan (1973) introduced the upgraded line Dortmund - Hannover - Braunschweig as a scheduled eight expansion projects in the field of railways.
In the same year, a 28 km long test section between Gütersloh and Neubeckum was available, on which high-speed trips were made at speeds of up to 250 km / h. 103 118 was initially used as the test locomotive , which was approved with a special gear ratio for a maximum speed of 265 km / h. In addition, a contact line and two standard test vehicles were newly developed and built for the high-speed tests. The smallest curve radii were 3,300 meters, the superelevation up to 120 millimeters. Various types of superstructure (including slab track ), catenary and switches were tested .
In September 1973 a test train between Gütersloh and Neubeckum reached a speed of 252.9 km / h. Around 500 test runs had been carried out by the end of 1978.
The test section was of particular importance after the planned national test facility for traffic engineering had failed at the end of the 1970s .
High-speed upgraded route
As one of the first high-speed routes in Germany, a 58.0 kilometer section between Hamm and Brackwede was approved for scheduled journeys of 200 km / h in 1980 .
In mid-1985, a test train from the Federal Railroad Central Office in Minden, pulled by a 103 003 equipped with a special gear ratio, set a speed record on German rails on the route between Brackwede and Neubeckum at a speed of 283 km / h.
On November 26, 1985, at 11:29 am, the InterCityExperimental , which was packed with passengers, reached a speed of 317 km / h on the Gütersloh – Hamm section. The ICE set a new German record for wheel / rail vehicles as well as a world record for three-phase rail vehicles. The record run, like the previous high-speed runs, took place under considerable safety precautions: For each run, all signals in the test section were set to run (green) and the adjacent track was blocked. After each trip, the rails were checked by an ultrasonic test train, and a railcar was ready to repair the overhead line. In the record run, a scared locomotive drove ahead of the train, and another followed the previous ICE train. All bridges and stations along the route were also guarded.
Serious accidents
- On January 21, 1851, a train from Minden to the Rhineland derailed in the area of today's Isselhorst-Avenwedde stop . The result was three fatalities. It was the worst railway accident in Germany to date. Prince Friedrich Wilhelm of Prussia, who later became Emperor Friedrich III , also traveled on the train, but was only slightly injured. In 1860 he donated the zinc die-cast of a baptismal angel by Bertel Thorvaldsen to the Martin Luther Church in Gütersloh as a thank you for being saved from the railway accident . As an important technical conclusion from the accident, locomotives were now built with longer wheelbases, which prevented derailment due to natural oscillation.
- On December 3, 1917, a clutch broke near Heessen on a train that was transporting Italian prisoners of war . Since no attention was paid to the presence of the end-of-train signal at the next block , the block section was released again after the train fragment made up of the locomotive and the rest of the wagons had passed. An express train drove into the group of cars that had been left behind. Vehicles derailed and also protruded into the clearance profile of the track in the opposite direction. Here a freight train drove into the rubble. 36 people died, 35 of them Italians, 45 were also injured.
- On January 20, 1944, the express train with Wehrmacht part DmW 103 from Aachen to Berlin east of the Porta station (since 1984: Porta Westfalica ) ran into the express train D 3 from Cologne to Berlin, which had stopped due to an emergency braking . 79 people died, 64 were injured - some seriously.
- There was an accident with a freight train in Brackwede station on April 17, 1974. 18 tank wagons filled with premium gasoline derailed and exploded.
- On January 5, 2010, a freight train derailed in Neubeckum station . The route was closed for several days. As a result of this and another derailment near Vennebeck one day later, there were considerable disruptions in rail traffic between the Ruhr area and Berlin .
bridges
Schildescher Viaduct
The viaduct in the Bielefeld district of Schildesche is a remarkable bridge structure along the main line . The original structure was completed in 1847 with two tracks with 28 arches and in 1917 a second, largely identical bridge was added. During the Second World War , the viaduct was a target of air raids from summer 1941 and increasingly from autumn 1944. On March 14, 1945, the viaduct was destroyed by a Grand Slam bomb . The bridge for freight traffic received a provisional steel strut construction from 1947 to 1983. As early as the end of 1944, passenger traffic was diverted via a bypass route, the so-called "rubber railway". This diversion remained until the bridge for the passenger tracks could be reopened in 1965.
Weser Bridge
The Weser Bridge near Rehme was destroyed by an air raid on March 23, 1945. The bridge built after the war was only designed to have two tracks, so that the traffic between the Bad Oeynhausen train station and the Porta Westfalica freight station had a two-track bottleneck. This state of affairs did not end until the new Weser Bridge ( 52 ° 12 ′ 43.3 ″ N , 8 ° 51 ′ 4.3 ″ E ) was built in December 1984.
service
Long-distance passenger transport is operated every hour by the Intercity-Express - line 10 Berlin - Hanover - Hamm, after wing further Dortmund - Duisburg - Cologne / Bonn Airport or Wuppertal - Cologne - Bonn (partly to Koblenz), as well as several IC trains different lines, such as B. every two hours on the route Cologne - Wuppertal - Hamm - Hanover - Magdeburg - Leipzig.
The regional express RE 6 “ Rhein-Weser-Express ” (Cologne-Minden) runs hourly on the entire route, which is condensed into half-hourly by further lines from and to Bielefeld: The section Hamm - Bielefeld is from the regional train RB 69 " Ems-Börde-Bahn " (from Münster) used, the Bielefeld - Minden section alternately from RE 70 " Weser-Leine-Express " (to Braunschweig) and RE 78 " Porta-Express " (to Nienburg, Monday to Friday only). The offer is supplemented by branching regional train lines between Rheda-Wiedenbrück and Herford.
Trivia
The train announcements at the train stations Isselhorst-Avenwedde, Gütersloh Hbf, Rheda-Wiedenbrück, Oelde, Neubeckum, Ahlen and Heessen are carried out centrally by two employees working in shifts who work at Bielefeld main station. These two employees are also responsible for ensuring that warning messages are made at the above-mentioned stations for high-speed ICE and IC trains.
Web links
NRWbahnarchiv by André Joost:
- Description of the route 1700 : Hamm (Westf) Pbf ↔ Minden (Westf) Gbf
- Description of line 2990 : Hamm Rbf Hvn ↔ Minden (Westf) Gbf
Individual evidence
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ↑ DB Netze - route finder
- ^ Museums-Eisenbahn Minden eV: The Cöln-Mindener Eisenbahn
- ↑ http://www.nwl-info.de/service/verbandsammlung-46.zip NWL Verbandsammlung 46, ÖPNV -bedarfsplan - commissioning of further planning stages within the framework of the ÖPNVBedarfsplan NRW, p. 3–4
- ^ Rüdiger Block: On New Paths. The new lines of the Deutsche Bundesbahn . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 30-35
- ^ Matthias Maier, Rüdiger Block: ICE. InterCity Experimental. InterCity Express . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 58-67.
- ↑ Report attempts at high speeds on the Deutsche Bundesbahn . In: Railway technical review . May 1974, p. 215
- ^ Gunther Ellwanger: New lines and express services of the German Federal Railroad. Chronology. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 , pp. 245-250.
- ↑ Paul Fröhlich: Technical superstructure investigations for high speeds . In: DB Report 79 . Hestra-Verlag, Darmstadt 1979, pp. 81-86, ISSN 0072-1549 .
- ^ Rüdiger Block: ICE racetrack: the new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
- ^ Message German record on the Bielefeld – Hamm rail line . In: Railway technical review . 34, No. 7/8, 1985, p. 511.
- ↑ Message ICE reaches 317 km / h . In: Railway technical review . 34, No. 12, 1985, p. 846
- ↑ Message ICE TRAIN OF THE FUTURE . In: Eisenbahntechnische Rundschau 34, Issue 12, 1985, p. 908
- ^ Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell Füssli Verlag, Zurich and Wiesbaden 1991, ISBN 3-280-01994-X , pp. 95-108
- ↑ Ludwig Stockert : Railway Accidents (New Series) - Another contribution to railway operations theory . Berlin 1920, no.87.
- ^ Hans Joachim Ritzau: Railway disasters in Germany. Splinters of German history . Vol. 1: Landsberg-Pürgen 1979, p. 79, gives different numbers of dead and injured: 32 dead and 87 injured.
- ↑ Susanne Lahr: Hell of fire at the train station: Eyewitnesses report on the 1974 fire disaster in Bielefeld. April 17, 2019 . . Article in the Neue Westfälische .
- ^ The early raids , part of the private website The destruction of the Bielefeld viaduct , accessed on October 13, 2013.
- ↑ Hermann Small Benne: The Weser line, the war ended in 1945 , Stolzenau 1999
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