Trebnitz – Leipzig railway line
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The Trebnitz – Leipzig line is a double-track, electrified main line in Saxony-Anhalt and Saxony , which was originally built and operated by the Berlin-Anhalt Railway Company . It has its nominal start near Trebnitz on the former border between the Duchy of Anhalt and Prussia and leads via Dessau-Roßlau and Delitzsch to Leipzig . The section from Bitterfeld to Leipzig is part of the national long-distance connection between Berlin and Munich and part of the Berlin-Palermo railway axis . Until 1871, the Zerbst – Roßlau section was called the Anhaltische Leopoldsbahn .
history
Prehistory and construction
The Berlin-Anhaltische Eisenbahn-Gesellschaft was one of the most important railway companies in Germany for more than four decades in the 19th century. In addition to the actual Anhalter main line, it created a network of important rail connections between Berlin and the northern part of the Kingdom of Saxony, the Prussian province of Saxony and the Duchy of Anhalt .
The main route of the Anhalter Bahn led from Berlin via Wittenberg and Dessau to Köthen . There was a connection via the Magdeburg-Leipzig railway to Halle and Leipzig. In order to shorten the route to Halle and Leipzig, direct routes from Dessau via Bitterfeld to Leipzig and Halle were built at the end of the 1850s. The section from Dessau to Bitterfeld went into operation on August 17, 1857. On February 1, 1859, the sections followed from there to Halle and Leipzig. The route from Berlin to Leipzig was further shortened on August 3, 1859 with the opening of the Berlin – Halle railway line via Wittenberg (instead of Dessau) to Bitterfeld.
In order to connect the city of Zerbst to the rapidly growing railway network, the state parliament of the Duchy of Anhalt decided to build a 13 kilometer long railway from Roßlau on the Elbe to Zerbst . This was opened on November 1, 1863. The Berlin-Anhalt Railway Company was also responsible for the operation. The railway acquired this on October 1, 1871 for one million marks and extended it from July 1, 1874 to the Anhalt-Prussian state border near Trebnitz. At the same time, the Berlin-Potsdam-Magdeburg Railway Company opened the line from the border to Biederitz , from where there was already a connection to Magdeburg.
On June 21, 1871, a passenger train and a locomotive collided near Rackwitz . 19 people died and 56 others were injured.
In 1882, the Prussian State Railways and the Berlin-Anhalt Railway Company also took over the entire route.
electrification
The Magdeburg – Dessau – Leipzig – Halle axis was one of the first in the long-distance railway network to be electrified with low-frequency single-phase alternating current. The Prussian State Railroad preferred the Euskirchen – Trier and Altona – Kiel routes , but the Army Command had objections in both cases. In addition, the Magdeburg – Halle route through the lignite deposits in the area made it possible to build the Muldenstein railway power station with short fuel transport routes. After the start of construction on the Muldenstein railway power station on January 18, 1910, the construction of a temporary substation in Bitterfeld and the erection of the contact line systems for the first section from Dessau to Bitterfeld began about two months later.
The state police acceptance and approval of the power supply and contact line systems was dated January 4, 1911. Trial operation with initially 5 kV and a feed line voltage of 30 kV began on January 18, 1911 with a borrowed A1 from Baden , which was previously used for test runs on the Murnau railway line –Oberammergau had received suitable transformers for 5.5 kV. After increasing the supply line voltage to the planned 60 kV or 10 kV contact wire voltage on a trial basis on March 25th, permanently from March 28th, the newly built WSL 10502 HALLE and WGL 10204 HALLE were able to achieve their full output. On April 1st, the Prussian Minister von Breitenbach opened the route for public transport in the presence of members of the state parliament. After the conclusion of the “Agreement on the Execution of Electric Train Support” between the state railroad administrations of Prussia-Hesse, Bavaria and Baden in 1912, voltage and frequency were adjusted to the agreed values of 15 kV and 16 2/3 Hz in autumn 1913. To expand electrical operations to the south, a substation including a 60 kV feed line was put into operation in Wahren on May 1, 1914 . By June 1, 1914 at the latest, electric train operations were extended to Neuwiederitzsch and beyond to parts of the Leipzig freight ring , but after the beginning of the First World War it was completely stopped for material extraction in the first days of August of the same year. According to Tetzlaff (EB 1935, p. 4), the entire line up to Leipzig Central Station is said to have been put into operation in June 1914; however, it is considered unlikely that electric train operation actually took place.
Since the electrical operation in Silesia continued after a short interruption at the beginning of the war, some electric locomotives of the Halle Railway Directorate were used in Silesia from 1915 onwards or were put into service there. a. the EG 511 to 516 as well as the ES 9, ES 11, ES 12 to 16 and ES 18 . The locomotives designed for the Central German lowlands were overwhelmed on the Silesian mountain routes and returned to ED Halle from 1922 to 1923.
At the beginning of 1921, electrical operation was resumed, initially on the Leipziger Gütering and in the course of the year also between Leipzig and Dessau. By 1923, operations could then be expanded to include the entire route in the direction of Magdeburg. To ensure the power supply, additional substations were put into operation at Marke and Gommern .
After the Second World War
After the end of the Second World War , the worst war damage was makeshiftly repaired and electrical operation was also resumed. In March 1946, all electrical systems were dismantled as a reparation payment . After the equipment for electric train operations was returned in 1952, the line was electrified for the third time. The catenary between Bitterfeld and Meinsdorf (Roßlau Gbf) went back into operation on March 15, 1958, and between Leipzig and Bitterfeld on July 9, 1958. For the connection to Magdeburg, the route via Halle and Köthen was more important, so that the electrification northwest of Roßlau was initially not carried out.
In 1962, the Bitterfeld – Delitzsch section was relocated in the area of the Holzweißig-West open-cast mine, which was to be opened up, extending the route by 1,498 meters and rebuilding the Petersroda stop. The Federal Highway 184 was moved in parallel.
From January 1, 1955 to January 1, 1977, the section from the Haideburg depot belonged to the Halle Reichsbahndirektion , after which the border with the Magdeburg Reichsbahndirektion corresponded again to the political district boundary at Neeken. To the northwest of Roßlau, in the area of the Magdeburg district, the second track was laid again in the 1970s. For unknown reasons, this was not done in the area of Halle , so the previous Neeken block had to be converted into a transfer point . The line was then electrified again. The catenary between Roßlau and Zerbst went into operation on October 4, 1974, between Zerbst and Magdeburg Neustadt on April 15, 1975. The catenary for the missing second track between Neeken and Roßlau Güterbahnhof was prepared, but the section remained a single track. Although the missing track was laid and used in 1990, continuous double-track operation did not begin because the safety technology at the branch points was not adapted for double-track operation.
In long-distance traffic between Berlin and Leipzig, the section between Bitterfeld and Leipzig - together with the line from Bitterfeld to Halle - was one of the busiest in the GDR . It perverse express trains via Leipzig to Zwickau and Aue and after Gera and Saalfeld . In addition to the network of the Deutsche Reichsbahn , trains ran from Berlin to Karlsbad and from Rostock to Munich . In addition, one or two pairs of express trains ran daily from Leipzig to Magdeburg and on to Hanover. In the direction of the Berlin outer ring , mainly reinforcement and seasonal trains as well as transit trains between West Berlin and the FRG drove via Dessau .
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From 1976 the line became an important line of this type of train with the new city express network of the Deutsche Reichsbahn .
List of City Express trains (Ex) on the route (as of May 31, 1991)
- Ex 100/107 Elstertal Gera –Leipzig – Berlin
- Ex 160/167 Sachsenring Zwickau - Berlin
- Ex 151/156 Berlin Bear Berlin – Leipzig – Erfurt
- Ex 162/163 Thomaner Leipzig- Berlin
- Ex 166/161 Lipsia Leipzig – Berlin
On April 23, 1983, a single electric locomotive hit a bus at the Neuwiederitzsch level crossing. The barrier was open because of the misconduct of a railroad worker. Six occupants of the bus could only be rescued dead, ten passengers were injured, eight of them seriously.
After 1990
With German reunification , the section from Leipzig to Bitterfeld initially lost its importance; the city express trains were discontinued on May 31, 1991. For this purpose, Intercity and Interregio trains initially ran in peripheral locations. Timetable timetables were only introduced in the following years. The scheduled travel time between Leipzig and Berlin in 1990 was around two and a half hours. From the 1992 summer timetable, line 8 Berlin – Leipzig – Nuremberg – Munich ran every two hours from Bitterfeld to Leipzig. From 1997 to 1999 this line was run via Berlin-Wannsee and Dessau. After the relocation back via Lutherstadt Wittenberg, Dessau initially got the Interregio line 36 Stralsund – Frankfurt / Main with a route from Bitterfeld via Halle. In addition, since 1994 there was a single interregional train pair, sometimes again running as a classic express train, from northwest Germany via Magdeburg, Dessau and Leipzig to the Saxon-East Thuringian region with a stop in Zerbst. In the night train service, depending on the timetable period, several pairs of trains drove from Berlin to destinations in Switzerland, northern Italy or Hungary via Dessau.
In 1991, the expansion of the railway line from Berlin via Bitterfeld to Halle and Leipzig began as the German Unity Transport Project No. 8.3 . In the same year, work began on the section between Bitterfeld and Delitzsch, followed in 1992 by construction work between Zschortau and Delitzsch. For the expansion of the entire 27.5 km section to 160 km / h, costs of 340 million D-Marks were calculated in early 1993. The section between Leipzig and Bitterfeld was expanded in a total of ten sections. The route between Delitzsch and Zschortau was also improved over a length of 2.2 km.
By the mid-1990s, the expansion had progressed so far that a maximum line speed of 160 km / h was reached. For further expansion (to 200 km / h) in particular the removal of numerous level crossings was missing . After the work was completed in 1999, 3.5 billion D-Marks should have been invested and the travel time between Halle / Leipzig and Berlin should have dropped to less than an hour. Various line improvements were made, all level crossings removed and all train stations modernized. The installation of radio train control was planned. When the timetable changed in May 2006, the section between Bitterfeld and Leipzig, which was largely expanded for 200 km / h, went into operation.
A further upgrade of the Berlin – Bitterfeld – Leipzig line brought the changeover of IC line 8 to operation with ICE tilting technology trains from December 2002. In addition, in 2005 and 2006 the (Berlin–) Bitterfeld – Leipzig line was used for high-speed trips up to 200 km / h upgraded. By the end of 2011, a total of 1.653 billion euros had been invested in expanding the route between Halle, Leipzig and Berlin.
A connecting curve that was considered at times to link Leipzig / Halle Airport from and towards Berlin directly to the route in a northerly direction was discarded in 2010.
The Elbe floods in 2002 severely damaged the already dilapidated bridge of the Mulde crossing between Roßlau and Dessau. As a result, between 2008 and 2011 the embankment and all bridges were rebuilt immediately east of the line and the old systems were dismantled after the tracks had been swiveled.
This has been followed by a comprehensive renovation since 2009, including a fundamental renovation of the track and overhead line systems of the Roßlau / Dessau railroad traffic junction. A first implementation phase included u. a. the route from Dessau to Wolfen including renovation and adaptation work at the stations and stops in Dessau-Süd, Marke, Raguhn, Jeßnitz and Wolfen. On December 5, 2010 electronic interlockings were put into operation in Dessau and Raguhn, which replaced all previous interlockings on the section between Dessau and Wolfen. Between spring 2012 and summer 2013 the implementation of a further section between Güterglück and Roßlau took place. The two-track system between Neeken and Roßlau was restored, the Zerbst train station was converted into a breakpoint, the Rodleben breakpoint was rebuilt in a different location, and the catenary system and safety technology were renewed. In Güterglück, an electronic signal box was built for this section of the route. A renovation of the Roßlau train station is also planned for the future.
Between the beginning of 2010 and mid-2013, renovation work was carried out between Leipzig Messe and the main train station to integrate the Leipzig City Tunnel into the existing network. In the course of this, the new Leipzig Nord train station (planning name Theresienstrasse ) was built on the Berliner Brücke, which was put into operation at the end of 2013 together with the city tunnel. The connection to Bitterfeld was integrated into the network of the Central German S-Bahn . Until 2018, further expansion measures took place in the Leipzig city area as part of the German Unity Transport Project No. 8 . In connection with the expansion of the route, the Leipzig Essener Strasse stop was also rebuilt and put into operation on December 9, 2018 when the timetable changed.
course
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The route begins in the immediate continuation of the Biederitz – Trebnitz railway line with kilometer 0.0 (change of route) at the former Trebnitz block , north of the village of the same name. It runs straight to Roßlau in a south-easterly direction through the fertile fields between Fläming and Elbe , through Zerbst, and largely parallel to federal highway 184 , which it crosses at Rodleben . On the north-western outskirts of Roßlau, the connecting curves to the Roßlau marshalling yard and the routes to Wiesenburg and Falkenberg / Elster branch off to the north , while this route turns south and meets the same at Roßlau station. In front of the Roßlau (Elbe) station , the B 184 is crossed below and immediately south of the station on the Elbe bridge Roßlau the river of the same name on a half-timbered bridge. After about two kilometers, you will cross the Mulde and its flood meadows on an extensive bridge . At Dessau main station , the B 184 again runs along the route, which continues to run parallel to the north and south of the city in large parts.
At the southern exit of the Dessau main station, the line to Köthen branches off to the west , and after about three kilometers the facilities of the Dessau repair shop follow . Between Dessau-Haideburg and Marke , the route leads through an extensive forest area, with federal motorway 9 being crossed roughly in the middle . As far as Raguhn , the agriculturally used area follows the Muldeniederung, while from Jeßnitz the industrial area around Bitterfeld-Wolfen begins. The route from Stumsdorf , which is only used for freight traffic, joins Bitterfeld from the west , while the Berlin – Halle railway line from the Mulden lowlands joins from the northeast . The last-mentioned route runs parallel out of Bitterfeld station for about two kilometers until it changes sides at Holzweißig with the help of flyover structures and leads away to the southeast in the direction of Halle. At Petersroda, the Ludwigsee and Neuhäuser See are bypassed extensively, while the state border with Saxony is crossed. After passing the Lober , the line returns to its original route before the relocation and soon after Delitzsch with its repair shop and the lower station . To the south of Delitzsch, it leads almost in a straight line to the outskirts of Leipzig, passing under Bundesstraße 184 and Bundesautobahn 14 . The new Erfurt – Leipzig / Halle line is approaching from the west at the level of the Leipzig exhibition center. After the Leipzig Messe station, the old line from Halle and the freight ring follow from the same direction . The latter turns east again at Eutritzsch in the direction of Engelsdorf , while the tracks from the direction of Eilenburg turn from the same direction . After a slight change of direction to the south-west, the extensive tracks of Leipzig's main train station open up, which takes up the route in the central part of the station.
Technical equipment
Bitterfeld-Leipzig
In the course of re -equipping with punctiform train control , the remaining shape was replaced by light signals . When upgrading to 200 km / h, the entire line was equipped with electronic interlockings between 1992 and 1999 . Since then, continuous track change operation has been possible, only Ks signals are used. All level crossings had to be removed and new bridges built instead.
In order to adapt the safety system of Deutsche Bahn to the newly agreed European standard, ETCS Level 2 was installed on part of this route for the first time in Germany . Until May 26, 2006, the IC train pair 2418/2419 ran on a trial basis with ETCS at speeds of up to 200 km / h. On June 17, 2006, for the first time in Europe, regular ETCS operation began at 200 km / h. The train pairs IC 2418/2419 or IC 2416/2417 as well as the EN 228/229 run ETCS-guided.
Because the ETCS only became available much later than planned and the speed of 200 km / h, which had been the expansion target since the start of work in 1992, could not be driven, subsidies would have had to be paid back to the European Union . To avoid this, the line coming from Berlin between Bitterfeld and Rackwitz was equipped with a line train control system including CIR-ELKE II (type LZB L72 CE II ) in 2005 and 2006 . Only the continuous main tracks and the connections between them are provided with line conductors. The route between Bitterfeld and Rackwitz has been open at 200 km / h since May 28, 2006.
business
Since 2006 there have been no longer long-distance DB trains north of Bitterfeld. Since the 2014/2015 timetable change, the Interconnex trains on the route no longer operate . In the meantime, the DB is again offering individual IC connections on certain days.
The following trains will operate in the 2020 timetable:
| line | Train run | Route section | Cycle (min) | comment |
|---|---|---|---|---|
| ICE 11 | Stuttgart - Frankfurt am Main - Erfurt - Leipzig - Berlin - Hamburg | Bitterfeld-Leipzig | 120 | at hour 2 ICE1 , ICE4 |
| ICE 28 | Munich - Nuremberg - Erfurt - Leipzig - Berlin - Northern Germany | Bitterfeld-Leipzig | 120 | at hour 1 ICE1 , ICE2 , ICE4 , ICE-T |
| IC 55 | Dresden - Leipzig - Bitterfeld - Dessau - Magdeburg - Braunschweig - Hanover - Bielefeld - Dortmund - Cologne | Trebnitz – Leipzig | 120 | with line 56 Intercity 2 every hour |
| IC 56 | Leipzig - Halle - Bitterfeld - Dessau - Magdeburg - Braunschweig - Hanover - Bremen - Oldenburg - Norddeich Mole | Trebnitz-Bitterfeld | 120 | with line 55 Intercity 2 every hour |
| RE 7 | Wünsdorf-Waldstadt - Berlin - Michendorf - Bad Belzig - Roßlau - Dessau | Rosslau-Dessau | 60 | |
| RE 13 | Magdeburg - Biederitz - Zerbst - Roßlau - Dessau - Bitterfeld - Delitzsch - Leipzig | Trebnitz – Leipzig | 60 | |
| RB 51 | Falkenberg - Lutherstadt Wittenberg - Coswig - Roßlau - Dessau | Rosslau-Dessau | 60 | |
| S 2 | Dessau - Jeßnitz - Wolfen - Bitterfeld - Delitzsch - Rackwitz - City Tunnel Leipzig - Leipzig-Stötteritz | Dessau – Leipzig | 120 (Dessau – Bitterfeld) 60 (Bitterfeld – Delitzsch) 30 (Delitzsch – Leipzig) |
|
| S 8 | Dessau - Jeßnitz - Wolfen - Bitterfeld - Landsberg (b Halle / Saale) - Halle (Saale) | Dessau – Bitterfeld | 120 |
The ICE line 11 runs every two hours to Hamburg. The ICE line 28 starts in the north of Germany, either in Hamburg, in Stralsund or seasonally in Binz. As a result of the reconstruction of the Köthen railway junction, with the associated full closure of the Magdeburg – Halle railway line in the second half of 2019, all IC trains between Magdeburg and Leipzig will run via Dessau and Bitterfeld.
With the 2015 timetable change, the concept of overlapping lines (the RB 54 and RB 86 between Dessau and Bitterfeld and the RB 54 and RB 57 between Bitterfeld and Leipzig formed an hourly service with correspondence connections in Bitterfeld) was temporarily abandoned and only resumed at the 2017 timetable change. Since then, trains on lines S 2 and S 8 of the S-Bahn Central Germany have been running every half hour between Leipzig / Halle and Bitterfeld every half hour and between Bitterfeld and Dessau / Wittenberg every two hours.
literature
- P. Glanert, Th. Scherrans, Th. Borbe, R. Lüderitz: AC train operation in Germany, Volume 1: Through the Central German lignite area - 1900-1947. In: AC train operation in Germany . tape 1 . Oldenbourg Industrieverlag, Munich 2011, ISBN 978-3-8356-3217-2 .
- P. Glanert, W.-D. Richter, Th. Borbe: The electric locomotive series E 01 and E 71¹. VGB / Klartext, Fürstenfeldbruck / Essen 2014, ISBN 978-3-8375-1258-8 .
- P. Glanert, Th. Borbe: Electric railcars in Central Germany. VGB / Klartext, Fürstenfeldbruck / Essen 2015, ISBN 978-3-8375-1159-8 .
Web links
- Information and pictures of the reconstruction of the railway junction Dessau / Roßlau and the trough crossing on baustellen-doku.info
- Information and pictures on the integration of the City-Tunnel Leipzig on citytunnelleipzig.info
- Tradition on the Trebnitz – Leipzig railway line in the holdings of the Reichsbahndirektion Magdeburg in the State Archives of Saxony-Anhalt, Dessau department
Individual evidence
- ^ Peter Bley: 150 Years of the Berlin-Anhalt Railway . alba, Düsseldorf 1990, ISBN 3-87094-340-8 , p. 43.
- ^ Martin Weltner: Railway disasters. Serious train accidents and their causes. Munich 2008. ISBN 978-3-7654-7096-7 , p. 14.
- ↑ a b c Andreas Wagner, Dieter Bäzold, Rainer Zschech, Ralph Lüderitz: Lokomotiv-Archiv Prussia 1 - express and passenger locomotives , Bechtermünz Verlag, Augsburg 1996, ISBN 3-86047-573-8 , p. 96 ff.
- ^ Christian Tietze: Electrically from Dessau to Bitterfeld . In: Eisenbahn Magazin . No. 5 . Alba, 2011, p. 26th ff .
- ↑ Thomas Scherrans: Electrified lines of the Prussian State Railways and the Reichsbahn in Central Germany. In: Electric Railways. January 18, 2011, accessed July 15, 2012 .
- ^ A chemical location in transition - The Bitterfeld region. (PDF; 15.8 MB) (No longer available online.) In: Supply Center Bayer Bitterfeld. District governments Arnsberg and Cologne, 2001, p. 7 , formerly in the original ; Retrieved July 15, 2012 . ( Page no longer available , search in web archives )
- ↑ Kilometrage of the route on klauserbeck.de
- ↑ Halle (Saale) Railway Directorate . Timeline: Establishments - Designations - Dissolutions. (No longer available online.) In: Die BahnStatistik im Internet. Archived from the original on October 6, 2010 ; Retrieved July 15, 2012 .
- ↑ Helmut Kintscher: Roßlau (Elbe) . In: Erich Preuß (ed.): The large archive of German train stations . GeraNova, Munich (loose-leaf collection, 1997–2012).
- ↑ Background: Serious accidents at level crossings. In: Spiegel Online. June 23, 2001, accessed October 1, 2016 .
- ↑ Power on all tracks towards Berlin . In: Berliner Zeitung , No. 230, October 2, 1995, p. 28.
- ↑ a b ... and from 1999 in one hour from Berlin to Halle / Leipzig . In: Eisenbahn-Kurier , No. 278, November 1998, ISSN 0170-5288 , p. 21.
- ↑ Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Information on the rail transport projects German unity in the Free State of Saxony (as of March 1993) .
- ^ Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Fast ways between Halle, Leipzig and Berlin . Six-page leporello, Berlin, approx. 1995.
- ↑ German Unity Transport Projects. Status: 1997 . Federal Ministry of Transport, brochure (50 A4 pages), Bonn 1997, p. 20 f.
- ↑ Status report on German unity transport projects ( Memento from October 17, 2013 in the Internet Archive ) (PDF; 623 kB) Federal Ministry of Transport, Building and Urban Development, May 2012
- ↑ The north curve of the ICE line Berlin-Leipzig is off the table . ( Memento from October 24, 2014 in the Internet Archive ) In: Leipziger Volkszeitung (online edition), March 1, 2010
- ↑ Second stage of the modernization of the Roßlau / Dessau railway junction begins. Deutsche Bahn AG, April 27, 2012, archived from the original on February 24, 2013 ; Retrieved December 3, 2012 .
- ↑ Wolfgang Feldwisch, Holger Schülke: The commissioning of the major projects of the railway for the football World Cup 2006 ( Memento from September 29, 2007 in the Internet Archive ). In: Eisenbahntechnische Rundschau (55) 2006, issue 5, p. 296
- ^ Activity report 2006 ( Memento from July 18, 2011 in the Internet Archive ) (PDF, 1.6 MB) Deutsche Bahn AG, DB Systemtechnik, p. 42
Berlin – Bitterfeld – Halle | Bitterfeld – Leipzig | Halle / Leipzig – Erfurt | Erfurt – Nuremberg | Nuremberg – Munich | Munich – Rosenheim | Rosenheim – Kufstein | Kufstein – Wörgl | Wörgl – Innsbruck | Innsbruck bypass | Brenner base tunnel | Franzensfeste – Verona | Milan / Verona – Bologna | Bologna – Florence | Florence – Rome | Rome – Naples | Naples – Salerno | Salerno – Reggio di Calabria | Bridge over the Strait of Messina | Messina – Fiumetorto | Fiumetorto – Palermo