History of the Hamburg S-Bahn
The history of the Hamburg S-Bahn describes the development of the S-Bahn network in the Free and Hanseatic City of Hamburg . The S-Bahn is around 200 million passengers a year in addition to the elevated train one of the largest transport companies of the Hamburg Transport Association and one of the busiest public transport the Hanseatic city.
Development of the network
1866 to 1906 - preliminary developments
On July 16, 1866, passenger traffic began on the connecting line , later the first main line of the S-Bahn, between the Hamburg Klosterthor station and the Prussian Altona station . A reduced city tariff has been offered since the route opened. In 1867 the route and tariff to Blankenese were expanded . The extension line was initially built on a single track and did not have the intermediate stopping points available today. These were set up later and initially only as stops on demand , followed by the expansion to full-fledged stops, for example in Sülldorf in 1927. In 1883 a single-track branch line from Blankenese to Wedel was put into operation.
In the second half of the nineteenth century, freight and passenger rail traffic in Germany grew rapidly; from 1871 onwards, this process was accelerated further by the establishment of an empire and the obstacles in transnational transport planning that were partially eliminated. In Hamburg, too, the rapid growth in rail traffic in general and the growing number of commuters in particular soon made it necessary to reorganize the rail network.
In 1893, therefore, the expansion of the connecting line from two to four tracks began, with one of the pairs of tracks being reserved for urban traffic. The complete relocation of the route to a railway embankment has also begun, which means that all intersections with road traffic on the same plan can be eliminated. In addition, Hamburg and Prussia signed a contract on the reorganization of rail traffic in 1898, in which, among other things, the abandonment of the four previous Hamburg terminal stations and the establishment of a new central station in their place were determined.
In the discussion about the improvement of local public transport, in addition to the expansion of the railroad, the establishment of an underground railway , which was built from 1906, a suspension railway , which was favored for a long time alongside the underground, and various small railways were considered. The decision finally fell in favor of an electrified railway after the Prussian railway administration had looked for a test track to investigate the properties of such a system. The corresponding declaration about the electrification of the route between Blankenese and Ohlsdorf was made in 1904 in a contract between Hamburg and Prussia.
1906 - opening
The Prussian Railway Directorate Altona opened on December 5, 1906, under the name Hamburg-Altonaer Stadt- und Vorortbahn, passenger traffic between the cities of Blankenese , Altona (Elbe) and Hamburg with steam-hauled trains. On the same day, the new Hamburg Central Station also started regular operations.
The city and suburban railway served the route of the Altona-Blankeneser Railway , opened in 1867 , the local traffic tracks of the connecting railway and a double-track new line to Hasselbrook and Ohlsdorf . The line runs east of the main station, initially parallel to the line of the Lübeck-Büchener railway to Hasselbrook and then on its own route to the then newly emerging Ohlsdorf cemetery .
1907/1908 - start of electrical operation
Following the conclusion of the contract in 1904, the entire line was provided with overhead lines and equipped for operation with single-phase alternating current with a voltage of 6.3 kV and a frequency of 25 Hz . The electricity was generated in the railway's own Leverkusenstrasse power plant in what is now Hamburg's Bahrenfeld district on the border with the Altona-Nord district . This power station also supplied the Altona port railway, which ran through the haddock tunnel .
The first electric multiple units came into operation on October 1, 1907, and from January 29, 1908, the Hamburg-Altona urban and suburban railway was operated exclusively electrically over the entire length between Blankenese and Ohlsdorf. These dates are considered the beginning of the actual Hamburg S-Bahn .
The basic unit of an AC multiple unit consisted of two closely coupled six-axle compartment cars with the axle arrangement Bo'1 + 1 (1A) ', later Bo'1 + 1 2'. These were named Altona 551/552 to Altona 669/670 . Between 1924 and 1933, 57 double railcars were procured, each with a two-axle motorized bogie under the two front sides with driver's cabs and a Jakobs bogie in the middle as a running bogie. The compartment cars with doors on both sides for each compartment were derived from the Prussian compartment cars in terms of function and design. They were initially designated as Altona 641 a / b ff , from 1931 as elT 1589 a / b to elT 1645 a / b . Since they were soon to be retired, they were no longer included in the new numbering plan in 1940, but were unofficially designated as ET 99 . The last copies ran until the cessation of alternating current operation on May 22, 1955. Two cars were converted for direct current operation and continued to be used as luggage railcars with the ET 174 series .
1914 to 1918 - in operation during the First World War
The tense economic situation during the war years only allowed limited operation of the S-Bahn. Above all, the supply of spare parts could not be guaranteed with increasing duration of the war. In addition, due to the fact that the majority of the male population was called up, there was a shortage of staff in the S-Bahn depot. At the end of the war, 34 of the 140 electric multiple units were still operational.
1924 - Network expansion to include the Alstertalbahn
- see also Alstertalbahn
Starting in 1914, a local real estate company built a route extension from Ohlsdorf in Hamburg to Poppenbüttel in Prussia in order to improve the development of the communities bordering Hamburg along the Alster . After the company went bankrupt, the Stormarn district took over the further execution of the project. The line was opened in 1918 and first with benzene - railcars traveled as a result of war-related copper shortage no overhead line could be built. Stormarn later gave the line away to the Deutsche Reichsbahn-Gesellschaft , which electrified it and was able to expand the operation of the Hamburg-Altona urban and suburban railway to Poppenbüttel from 1924 .
1934 - Designation as S-Bahn
In Berlin, where from 1924 a similar system of electric city trains was created on the local city, ring and suburban railways , the succinct short form S-Bahn was introduced for this in 1930 . From 1934, the Reichsbahn also used this term to describe its Hamburg-Altona urban and suburban railway . In addition, it was applied to the non-electrically operated routes within the local suburban tariff; this also applied to the steam-powered routes from Blankenese to Wedel , from Altona to Elmshorn and from Hamburg to Friedrichsruh and Harburg . Since 2002 , the routes outside of the line network operated by electric multiple units in the Hamburg area have been referred to as regional railways.
Conversion to direct current operation
After almost 30 years of operation, it was foreseeable in the 1930s that the systems and vehicles of the S-Bahn had to be replaced. Since the power supply via a lateral conductor rail had proven itself in the Berlin S-Bahn , the Reichsbahn decided in 1937 to take over the system for Hamburg and abandon AC operation with overhead lines. In order to enable better starting acceleration, the Hamburg system uses a voltage of 1,200 volts compared to the 750 volts used in Berlin; This is one of the reasons why the Hamburg and Berlin vehicles are not compatible with each other. The first trains operated with direct current in the new ET 171 series were delivered in 1939; On April 22, 1940, the scheduled operation between Ohlsdorf and Poppenbüttel began parallel to the AC trains that were still in service. The first section was followed on July 15 of the same year by the line between Blankenese and Altona , and on April 10, 1941, continuous operation from Blankenese to Poppenbüttel began. By 1943, a total of 47 direct current trains of the ET 171 series had been delivered.
The basic unit of a direct current multiple unit train consisted of three closely coupled, four-axle cars with four double sliding doors per car and car side. The motorless middle wagons had upholstered 2nd class seats, the motorized outer wagons had wooden slatted seats in 3rd class.
Second World War
In the first years of the Second World War , the operation of the S-Bahn was not impaired, as the acts of war mostly took place outside Germany. The city's National Socialist administration even planned an extensive expansion of the S-Bahn network. However, after Hamburg was increasingly involved in the acts of war from 1943 due to Allied air raids , plans for expansion were suspended until further notice. Most of the S-Bahn vehicles were damaged by the attacks; at the end of the war, 55 of the 145 existing AC units were destroyed, the rest were badly damaged. Of the 47 DC units, only four were more severely damaged, but three of them have been fully restored.
Network expansions from 1950 to 1965
The direct current S-Bahn was extended in 1950 via the single-track suburban line from Blankenese to Sülldorf and in 1954 to Wedel . In 1958, the long-distance line to Berlin , on which there was hardly any long-distance traffic as a result of the division of Germany, was equipped for direct current operation to Bergedorf . This was the first route on which the S-Bahn ran in mixed operation with long-distance trains, the number of which, however, remained very low until 1990. At the same time, the S-Bahn received a second line in this way; the Bergedorf trains went via Berliner Tor to Altona . At Holstenstrasse station , a connection between the S-Bahn and the Altona-Kaltenkirchener Eisenbahn (AKN) branch was created in 1962 , the end of which was moved back to Langenfelde . The S-Bahn was extended in 1965 on the AKN route to Eidelstedt and along the long-distance route to Kiel to Elbgaustraße station.
Foundation of the HVV (1965)
On November 29, 1965, the Deutsche Bundesbahn , Hamburger Hochbahn AG , Verkehrsbetriebe Hamburg-Holstein and HADAG founded the Hamburger Verkehrsverbund (HVV) as the world's first transport association . From the end of December 1966 , the DB routes of the Hamburg suburban tariff were included in the HVV.
Line names
On January 2, 1967, the S-Bahn first introduced line names to differentiate between lines (then S1 to S6, see also today's lines ). Their representation with a leading »S« was later adopted for other S-Bahn systems in German-speaking countries.
Previously, the two lines at that time were identified by the different colors of the letters on the destination tape on the front of the railcar; the goals of the main line Wedel – Poppenbüttel (since 1967 S1) were in black, those of the extensions to Bergedorf and Elbgaustraße (S2) were in red.
Network expansions from 1967 to 2002
In the years that followed the founding of the HVV, further expansions were added: in 1967 on new dedicated tracks from Elbgaustraße to Pinneberg , in 1969 the direct current S-Bahn was extended on the existing long-distance railway tracks from Bergedorf to Aumühle .
To relieve the load on the connecting line and to improve the development of the center of Hamburg, a second trunk line was built in 1967 with the City S-Bahn , which crosses under the Hamburg city center in the tunnel and, like the connecting line, connects the main station and the Altona long-distance station . It was opened in 1975 on the section between the main train station and Landungsbrücken , extended to Altona in 1979 and completed in 1981 by the Diebsteich curve - an above-ground section from Altona to Diebsteich . In 1981 the S-Bahn received a new tunnel platform at the main station (new tracks 1 and 2). Since then, this has been used for trains going west and inwards, the hall platform (new tracks 3 and 4; formerly 1 and 2) for trains going east and out of town. With the opening of the tunnel platform, platform 5 (formerly 3) was no longer operated by the S-Bahn, whose trains to the Berliner Tor stopped here.
From 1975 to 1979, the S10 line ran on the first section of the City S-Bahn between Landungsbrücken and the main train station and on to Barmbek . For individual trips to Bergedorf , the company used the designation S20, which, however, was not used in the timetable and was instead also marked as S10.
After the completion of the City-S-Bahn tunnel over Landungsbrücken to Altona , the S1 initially ran via Jungfernstieg and Altona , the S2 continued to run via Dammtor in the direction of Pinneberg . The numbering system thus differed from the current system, according to which trains with a single-digit line number are routed via Jungfernstieg and trains with a two-digit line number via Dammtor . It was not until the Diebsteich curve was put into operation that the S2 was led via Jungfernstieg and Altona to Pinneberg . Since then, the S21 line has also been offered, which initially only ran during the day between Elbgaustraße and the main train station and thus temporarily offered a short connection between Elbgaustraße and the main train station . A permanent connection between the main train station and Altona via Dammtor was provided by the new S11 line, which was extended to Ohlsdorf and Blankenese during rush hour .
In 1983 the direct current S-Bahn (as line S3) from the main train station via Wilhelmsburg to Harburg Rathaus was extended largely along the existing long-distance railway line. In the Hammerbrook area , the route runs on a newly constructed concrete viaduct and in the inner city of Harburg in the tunnel. In the course of this, the Veddel and Wilhelmsburg stations were replaced by new systems. On August 5, 1984, the S3 was extended via Heimfeld and then along the Niederelbebahn to Neugraben . The Lower Elbe, Tempowerk and Hausbruch stations were canceled. After the expansion went into operation, there were far-reaching changes to the routing that are still valid today; The S21, which previously ran to Pinneberg , only ran the full route during rush hour and currently ends regularly at Elbgaustraße , the Elbgaustraße - Pinneberg section is only served by the S3. The only exception is the S11 line, whose task between the main station and Altona was only taken over by the S31 line for the 1987/1988 winter schedule.
Due to the strong increase in traffic on the route between Hamburg and Berlin after reunification , the S and long-distance rail network on the section to Bergedorf and Aumühle was separated in the 1990s. From 1994 the S-Bahn traffic between Bergedorf and Aumühle (line S21) was temporarily suspended. The section to Reinbek was reopened in 1997 on its own tracks. Completion to Aumühle was delayed until 2002 due to resident complaints. In 1999, the new Allermöhe stop between Mittlerer Landweg and Nettelnburg was put into operation to better connect the Neu-Allermöhe West new housing estate.
2007 - Start of two-system operation
For the 2007/08 winter timetable change, line S3 was extended from Neugraben via Buxtehude to Stade . The network of the S-Bahn grew by 32 kilometers and experienced its largest expansion to date, which was completed in a single step. The S-Bahn runs on the route in mixed operation with regional and freight traffic on the tracks of DB Netz AG under contact wire. With the expansion, the Hamburg S-Bahn reached Lower Saxony for the first time and was the first high-speed railway in Germany to operate combined with direct and alternating current via conductor rails and overhead lines . However, due to the much lower frequency, especially between Buxtehude and Stade , the S-Bahn on this section has largely the character of a regional train .
After many years of advertising by the Stade district , an extension of the S-Bahn to Buxtehude was included in the Hamburg traffic development plan in 1995. At the time of the stipulation, it was already clear that in the event of an extension, due to the low demand, no additional tracks would be laid. Instead, the S-Bahn should use the regional traffic tracks. After further efforts by the district and the elaboration of an expert opinion on the possibility of converting direct current multiple units to two-system trains , the Hamburg S-Bahn presented a concept for an extension to Buxtehude in 2001. Commissioning was originally planned for 2003 with an option to extend it to Stade at a later date. However, since the states of Hamburg and Lower Saxony were only able to agree on the distribution of the costs in 2002, implementation was delayed. However, the federal states agreed not to extend the line in two phases, but in a single step to Stade .
The S-Bahn serves the stops and train stations previously used by regional traffic in Stade , Agathenburg , Dollern , Horneburg , Neukloster , Buxtehude and Neu Wulmstorf as well as the new Fischbek stop . Of the stations mentioned, only Stade , Horneburg and Buxtehude are currently also served by the regional train, and the regional train stop at the former end point of the S3 in Neugraben has been closed . Until the opening of the extension, this served as a transfer point for travelers from and towards Stade .
All platforms have been raised to at least 76 cm to make it easier to get on and off. Barrier-free entry, which requires a platform height of 96 cm, is only possible in Buxtehude (only for journeys that end or start there) and in Stade . A complete increase of the platforms to 96 cm is not possible, since the route is also used by freight traffic and freight trains sometimes have wagons with cantilevered profiles that would collide with higher platforms. In addition, there would be an unreasonable threshold between the lower-lying doors of the double-decker cars and the edge of the platform for passengers on the metronom local trains running parallel to the S-Bahn .
The provision of the vehicles required for operation cost around EUR 87 million and included the construction of nine two-system multiple units and the conversion of 33 vehicles in operation. The delivery took place between August 2005 and August 2007. The costs for the adaptation measures and new construction of the rail network and stations were estimated at EUR 43 million when the contract between Hamburg and Lower Saxony was signed. The amount increased to around EUR 162 million by the time it was completed.
2008 - connection to the airport
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The most recent and, for the time being, the last expansion of the S-Bahn network took place on December 12, 2008 with the opening of an approximately three-kilometer-long, largely underground branch line from Ohlsdorf to Hamburg Airport in Fuhlsbüttel . For the first time since tram line 9 was closed in 1974, the extension created a direct rail link between the city center , the main train station and the airport. The travel time from the main train station to the airport is 24 minutes, in the opposite direction 25 minutes. This corresponds to a saving of at least 11 minutes compared to the previous public transport connection, and there is no need to change trains between trains and buses.
The only new stop in the EUR 280 million expansion is the one at the airport. The establishment of the Erdkampsweg intermediate stop was briefly considered, but due to the low market value the proposal was not pursued any further. The S1 trains coming from the city center are winged in Ohlsdorf , with the front part continuing to the airport and the rear part to Poppenbüttel . However, the platform of the station at the airport is also designed for operation with full trains, which can be used, for example, at major events.
The rapid transit connection of the airport has been discussed since the 1960s. a. already considered the plans for the original underground line 4 the possibility of an extension to the airport, which could have been available at the end of the 1970s. After the construction of the U4 was suspended, the airport continued to have no rapid transit connection. The further planning progress was u. a. therefore slow, because the construction of a new major airport near Kaltenkirchen was planned until the 1980s, which could have replaced the previous Hamburg airport. With the prospect of Fuhlsbuettel giving up soon, there was no urgent need for a connection. Only after the plans for the new airport were no longer pursued, a rapid transit connection was examined again at the end of the 1980s, but due to financing problems the concepts did not go beyond project studies. Nevertheless, part of the station at the airport was built in the shell as early as 1991. The decisive impetus for the connection came from the decision of the Senate to expand the airport in 1998. Due to local residents' complaints against the project, construction work could only begin on April 11, 2001 after a delay of around two years. According to optimistic estimates and taking into account the delays caused by the lawsuit, completion was planned for 2005, after water ingress during construction work for 2007 and actually took place on December 12, 2008. However, free introductory trips to the station were offered on the day before regular operations began.
Until September 2008 it was planned that the new station should only be called Hamburg Airport . With the short-term addition of the German name, the Senate responded to a joint application by members of the CDU and GAL, who asked for the name to be changed to Flughafen (Hamburg Airport) . The proposal was directed against the negative perception of the applicants' use of Anglicisms . However, just a few days after submitting the application, the lead MPs distanced themselves from the proposal, as the complete change would result in high additional costs, which would result, for example, from reprinting timetables, course books and travel plans that were already available at the time the application was submitted. Critics of the proposal also objected that an internationally oriented place like the airport should have an English name. Nevertheless, the German name is used at the S-Bahn stations of the largest German airports in Frankfurt and Munich .
Opening dates (electrical operation)
| Opening date | Start finish | Route name |
|---|---|---|
| October 1, 1907 | Blankenese - Ohlsdorf | Altona-Blankeneser Railway / connecting railway |
| March 12, 1924 | Ohlsdorf - Poppenbüttel | Alstertal Railway |
| May 14, 1950 | Blankenese - Sülldorf | Altona-Blankeneser Railway |
| May 23, 1954 | Sülldorf - Wedel | |
| June 1, 1958 | Berliner Tor - Bergedorf | Berlin-Hamburg train |
| February 22, 1962 | Holstenstrasse - Langenfelde | Connection train / Pinneberger S-Bahn |
| September 26, 1965 | Langenfelde - Elbgaustraße | Altona-Kiel Railway |
| September 24, 1967 | Elbgaustraße - Pinneberg | |
| June 1, 1969 | Bergedorf - Aumühle | Berlin-Hamburg train |
| June 1, 1975 | Central station - Landungsbrücken | City-S-Bahn |
| April 21, 1979 | Landungsbrücken - Altona | |
| May 31, 1981 | Altona - thief pond | |
| September 25, 1983 | Main station - Harburg town hall | Harburg S-Bahn |
| 5th August 1984 | Harburg Town Hall - Neugraben | |
| December 6, 2007 | Neugraben - Stade | Niederelbebahn |
| December 12, 2008 | Ohlsdorf - Hamburg Airport (Airport) | Airport S-Bahn |
Expansion plans not implemented
In the course of the development of the network, a number of possible route extensions were considered, which ultimately were not implemented.
Formerly planned projects
| line | course | Stops (with reservation) | business |
|---|---|---|---|
|
Ring route Hamburg City - Altona - Finkenwerder - Hausbruch - Meckelfeld - Bergedorf - Hamburg City | Central Station ↔ Altona ↔ Bahrenfeld ↔ Finkenwerder ↔ Hausbruch ↔ Meckelfeld ↔ Mittlerer Landweg ↔ Central Station | Direct current |
The general development plan of Hamburg of 1937 planned extensions of the rapid transit network with the understanding of scale characteristic of the era and those responsible for planning. Among other things, a ring line was to be created, which branched off to the south at the existing Bahrenfeld stop and would have reached Finkenwerder, today the location of the Airbus plants, via a planned double-storey high bridge in the Övelgönne area . The route would have continued in a southerly direction, would have crossed the Niederelbebahn at Hausbruch , would have run east via Harburg and Meckelfeld and would have been re-threaded into the existing network at the Mittlerer Landweg stop . Due to the ongoing acts of war and the focus on reconstruction work after the end of the war, as well as the overall questionable dimension of the project, none of the measures mentioned were carried out. In the 1960s the idea of opening up Finkenwerder was taken up again. For example, it was initially considered to install an additional tunnel tube for an S-Bahn route when the Elbe tunnel was being built. However, the project could not win a majority in the citizenship.
| line | Start finish | Stops (with reservation) | business |
|---|---|---|---|
|
Poppenbüttel - Wohldorf / Volksdorf | Poppenbüttel - (train half I :) Bergstedt - Wohldorf / (train half II :) Sasel - Volksdorf | Direct current, wing of the trains in Poppenbüttel |
|
|
Poppenbüttel - Lemsahl-Mellingstedt (- Bergstedt / Duvenstedt) | Poppenbüttel - Lemsahl-Mellingstedt (- Bergstedt / Duvenstedt ) | Direct current |
The original plans for the Alstertal Railway envisaged an extension of the route via Poppenbüttel to Wohldorf and Volksdorf . The trains were to be winged in Poppenbüttel and half of the train should have run to Wohldorf and Volksdorf . However, the section to Poppenbüttel could only be opened with delays, and the planned extension was ultimately canceled.
Plans for an extension were taken up again during the National Socialist phase and envisaged an extension to Duvenstedt and further north. Like most of the plans from this era, this was not implemented. The construction plan from 1960, which u. a. includes the construction of a S-Bahn line to Rahlstedt , took up the previous plans for the Alstertalbahn , but only envisaged an extension to Lemsahl-Mellingstedt . In 1967 the Independent Commission for the construction plan of the Free and Hanseatic City of Hamburg proposed an addition to the plans to extend the line to Duvenstedt . Until the mid-1970s, the Deutsche Bundesbahn considered an extension to Bergstedt, regardless of the plans of the state of Hamburg . Since 1997 at the latest, the land use plan of the state of Hamburg has not contained any of the above-mentioned projects, and the spatial model of Hamburg does not describe any further expansion plans.
Audited projects
| line | Start finish | Stops (with reservation) | business |
|---|---|---|---|
|
Altona - Schenefelder Platz | Altona - Daimlerstraße - Von-Sauer-Straße - Ebertallee - Stadionstraße - Luruper Drift - Osdorf Mitte - Immenbusch - Achtern Born - Böttcherkamp / Osdorfer Born (north) - Schenefelder Platz | Direct current |
Parallel to the plans for the connection of the eastern districts of Wandsbek and Rahlstedt and the north-eastern Hamburg area in the 1960s, considerations for an S-Bahn connection to the western districts of Lurup and Osdorf were presented. Accordingly, the new western branch should be tied through with the eastern branch. The plans have their origin in the underground line 4 of the elevated railway, which was originally planned for the development of this area. After the Federal Railroad had submitted plans for the City-S-Bahn in the early 1960s , the route of which would have largely run parallel to the U4, the company proposed to realize the western branch of the U4 from Altona as a S-Bahn, whereby the line layout would be different differentiated from U4 and S4 in detail. However, the decision was made in favor of the underground connection, which in turn was suspended immediately before construction began and, as a result, meant that Lurup and Osdorf were not accessible by either the underground or the S-Bahn. After the parties represented in the citizenry agreed in May 2007 that the construction of the U4 to Lurup and Osdorf would not be pursued any further, it can be assumed that a rapid transit connection to the mentioned districts is not to be expected, at least in the medium term, which also includes the construction of an S -Bahn route includes.
| line | Start finish | Stops (with reservation) | business |
|---|---|---|---|
|
|
Rübenkamp (City North) - Bramfeld | Rübenkamp (City Nord) - Steilshoop West - Steilshoop Ost - Bramfeld | Direct current |
|
|
Alte Wöhr (city park) - Bramfeld | Alte Wöhr (city park) - Hartzloh - Elligersweg - Steilshoop - Bramfeld | Direct current |
|
|
Barmbek - Bramfeld | Barmbek - Schwalbenplatz - Elligersweg - Steilshoop - Bramfeld | Direct current |
When planning the - so far unrealized - rapid transit connection of the Bramfeld district and the large Steilshoop housing estate , a subway connection as well as an S-Bahn route were examined. Three different variants were examined, which provided a branch from the existing network either in Rübenkamp (City Nord) , Alte Wöhr (City Park) or Barmbek , each with a largely underground route. The variant via Rübenkamp (City Nord) would have opened up Steilshoop with two decentralized stops on the main streets of the settlement, the routes from Alte Wöhr (city park) and Barmbek with a station below the “Steilshoop Center” shopping center in the central area of the settlement.
The decision was ultimately in favor of an underground line that was to branch off in Barmbek and whose course corresponds to the S-Bahn line from Barmbek that was also examined . The implementation of the underground connection has so far failed due to the provision of the necessary financial resources. Now that the Senate intends to open up Steilshoop and Bramfeld via a new light rail system to be built , the implementation of the underground route as a whole can be questioned.
The end stop, which is uniformly referred to as Bramfeld in all route variants , would have been further to the north at a junction from Rübenkamp (City Nord) , and further south at a junction from Alte Wöhr (Stadtpark) and Barmbek . One of the examined routes for the underground provided a third possible location between the northern and southern positions.
| line | Start finish | Stops (with reservation) | business |
|---|---|---|---|
|
|
Ohlsdorf - Hamburg Airport (Airport) | Ohlsdorf - Hamburg Airport (Airport) | Direct current |
|
|
Rübenkamp (City Nord) - Hamburg Airport (Airport) | Rübenkamp (City Nord) - Beim Jäger - Hamburg Airport (airport) | Direct current |
In addition to the variant of a south access via Ohlsdorf, two other possible routes were considered for the development of Hamburg Airport . One of them also provided for a branch from Ohlsdorf , but without a stop would initially have continued parallel to the route of the underground line 1 along the Langenhorn railway . South of the Fuhlsbüttel Nord subway station , the S-Bahn line would have branched off to the south and would have reached the airport from the north. The other tested variant provided for a junction north of Rübenkamp (City Nord) and would have reached the airport with an intermediate station at Beim Jäger from the south.
The main reason for the decision in favor of a route from Ohlsdorf with southern access to the airport was that it was the shortest and therefore supposedly cheapest option.
Former routes
| line | Start finish | Stops | ||||||
|---|---|---|---|---|---|---|---|---|
|
Pinneberg - Neugraben Pinneberg - Maschen Pinneberg - Hittfeld |
|
After the opening of the direct current S-Bahn to Harburg in the winter of 1983/84, the sections from Harburg to Maschen or to Hittfeld were renamed “to S3”. The Veddel and Wilhelmsburg stops were omitted. The section from Harburg to Neugraben was taken over by the new Hamburg S-Bahn from August 5, 1984. The remaining lines were operated until December 14, 2002, after which they were designated as R30, R40, R50.
| line | Start finish | Stops |
|---|---|---|
|
|
Central station - Ahrensburg | Central station - Hasselbrook - Wandsbek - Wandsbek-Ost (Tonndorf) - Rahlstedt - Ahrensburg |
Since December 15, 2002, the line has been operated as the R10 (now RB81). A resumption of operations between the main train station and Bad Oldesloe is currently planned as S4 East .
| line | Start finish | Stops |
|---|---|---|
|
(Altona) Pinneberg - Elmshorn | Altona - Pinneberg - Prisdorf - Tornesch - Elmshorn |
With the timetable change in 2002, the S5 disappeared and was replaced by the R60 (today RB71).
| line | Start finish | Stops |
|---|---|---|
|
Bergedorf - Büchen | Bergedorf - Reinbek - Wohltorf - Aumühle - Friedrichsruh - Schwarzenbek - Must - Büchen |
The S6 was introduced on June 1, 1958, as an "extension" of the direct-current S-Bahn S2 introduced that year to Bergedorf. After the extension of the S2 to Aumühle, it was renamed “S2”, but still operated as an independent line. Then, when the S2 was replaced by the S21, the AC S2 was also renamed “S21”. During the renewal of the direct current S-Bahn tracks between Bergedorf and Aumühle, the alternating current S21 was operated from Bergedorf again at times. In May 2002 the line was renamed “to S21” and finally continued in December 2002 as the regional train R20.
Accidents
The worst accident in the history of the Hamburg S-Bahn occurred on October 5, 1961 at the Berliner Tor . At 10:38 p.m., a fully occupied class ET 170 train on the way to Bergedorf between Berliner Tor and Rothenburgsort collided with a construction train that had loaded bridge girders. The girders and the transport car on which they were stored penetrated completely into the first car of the S-Bahn train and resulted in 28 deaths and over 100 mostly seriously injured passengers. The dispatcher was sentenced to one year in prison in 1963 because the S-Bahn train collided with the construction train due to an incorrect signal setting. There was already an accident at the Berliner Tor in July of the previous year when the ET 170 102 was badly damaged during a flank drive . However, only a few passengers were slightly injured.
In 1967 an S-Bahn train crashed into a long-distance train to Berlin and was lifted off the track. More than 30 people were injured.
Furthermore, there were major fires in the Altona , Landungsbrücken and Halstenbek stations in the 1980s due to S-Bahn cars deliberately set on fire. During the fire in Altona on April 8, 1980, the approximately 400 passengers on the train were able to get themselves to safety, but two employees of a travel agency located above the source of the fire suffered smoke inhalation. In addition, three firefighters who had fought the fire on the platform suffered severe burns. In addition, there was considerable property damage in all three fires. The damage at Landungsbrücken station was estimated at five to ten million DM at the time. Despite the extensive damage to the cladding and the southern track of the Landungsbrücken stop , the station was provisionally operated again the day after next. The fire was prevented from spreading further by the S-Bahn car itself, which caught fire. Its massive, comparatively heat-resistant steel shell was able to hold back the flames until the extinguishing work began.
On April 23, 1980, an empty S-Bahn train ran into a special train waiting for football fans at the Stellingen stop . The railcar driver of the empty train was critically injured in the hospital, 24 football fans were injured.
On the morning of June 28, 2006, a single bogie of a class 474.3 train derailed in Poppenbüttel , which was on the S1 line to Wedel . No one was injured in the process, but the derailed bogie damaged part of the turnout system, so that the trains had to briefly sweep over the regular sweeping system of the station.
On the night of June 8th, 2008, there was an accident on the S3 line when a train in the direction of Hamburg center collided with a two-way excavator between Fischbek and Neugraben . The accident occurred shortly before the Neugraben station . The driver initiated an emergency stop, but a collision could no longer be prevented. Nine passengers on the train were slightly injured in the collision and one worker on the construction vehicle was seriously injured.
On October 11, 2009 at around 4 p.m., the fifth of six wagons of a class 474.3 train on line S3 coming from Pinneberg derailed shortly before Altona station . The derailed car tore the conductor rail from its socket at a distance of 300 meters and brought the train to a standstill. The approximately 200 passengers on the train were evacuated largely unharmed, one passenger and the driver suffered minor injuries. The cause of the derailment was not clarified, but it was found that the air suspension of the derailed wagon was defective. Until October 14th, the S3 was diverted in the direction of Stade without stopping in Altona via the Dammtor station .
On November 18, 2009, a train on the S1 line between the Wellingsbüttel and Hoheneichen stations hit a tree that had fallen onto the tracks as a result of strong gusts. The more than 200 passengers were evacuated unharmed, and the scheduled train service could be resumed after the line had been cleared at around 3:40 p.m.
Individual evidence
- ↑ Record numbers of passengers. In: Hamburger Abendblatt. January 22, 2009. Retrieved January 22, 2009 .
- ↑ Robert Schwandl: Hamburg metro & tram album. Robert Schwandl Verlag, Berlin 2004, p. 86ff. ISBN 3-936573-05-0
- ^ Lothar Nissle: Chronicle of the Hamburg S-Bahn. 100 years of electrical operation. Historic S-Bahn Hamburg eV Carius, Kiel 2007.
- ↑ Schnellbahnen in HVV. Retrieved October 9, 2016 .
- ^ Citizenship of the Free and Hanseatic City of Hamburg (ed.): Printed matter 17/1781
- ↑ Hamburger Abendblatt (Ed.): S-Bahn construction under high pressure. In: Hamburger Abendblatt of November 29, 2007. URL: http://www.abendblatt.de/daten/2007/11/29/821827.html Retrieved on: April 10, 2008
- ^ Heinsohn, Ralf: Schnellbahnen in Hamburg - The history of the S-Bahn and U-Bahn 1907–2007. Books on Demand GmbH, Norderstedt 2006.
- ^ Pischek, Wolfgang, Jan Borchers, Martin Heimann: The Hamburg S-Bahn - With direct current through the Hanseatic city. GeraMond Verlag. Munich. 2002.
- ^ Citizenship of the Free and Hanseatic City of Hamburg: Printed matter 19/1026
- ↑ Hamburger Abendblatt (ed.): Politicians prefer “airport” instead of “airport”. In: Hamburger Abendblatt of September 10, 2008. URL: http://www.abendblatt.de/daten/2008/09/10/934597.html Retrieved on: September 10, 2008
- ↑ Hamburger Abendblatt (ed.): Roll backwards to the "Airport". In: Hamburger Abendblatt from September 12, 2008. URL: http://www.abendblatt.de/daten/2008/09/12/935897.html Retrieved on: September 12, 2008
- ↑ Frank Muth: Finally! In: Tram magazine. Munich 2008.3. ISSN 0340-7071
- ↑ Wolfgang Pischek, Jan Borchers, Martin Heimann: The Hamburg S-Bahn - With direct current through the Hanseatic city. GeraMond, Munich 2002. ISBN 3-7654-7191-7
- ↑ Ulrich Alexis Christiansen: Hamburg's dark worlds. The mysterious underground of the Hanseatic city. Christoph Links Verlag, Berlin 2008, p. 111. ISBN 3-86153-473-8
- ↑ Ulrich Alexis Christiansen: Hamburg's dark worlds. The mysterious underground of the Hanseatic city. Christoph Links Verlag, Berlin 2008, p. 118. ISBN 3-86153-473-8
- ↑ Chronik Hamburg, p. 535
- ↑ Hamburger Abendblatt yearbook 1980
- ↑ S-Bahn collides with excavator - several injured. In: Hamburger Abendblatt. June 9, 2008, accessed June 9, 2008 .
- ↑ S-Bahn derailed with 200 passengers in Altona. In: Hamburger Abendblatt. October 12, 2009. Retrieved October 13, 2009 .
- ↑ The air suspension on the derailed S-Bahn was defective. In: Hamburger Abendblatt. October 15, 2009. Retrieved June 15, 2009 .
- ↑ S-Bahn hits a fallen tree. In: Hamburger Abendblatt. November 18, 2009. Retrieved November 19, 2009 .
See also
- List of S-Bahn stations in the Hamburger Verkehrsverbund
- Hamburg-Ohlsdorf depot
- Rail transport in Hamburg
- Category: Hamburg S-Bahn station
literature
- Michael Braun: Hamburg learns from Berlin. Point victory for direct current. in: LOK MAGAZINE. Munich 2003, No. 259, pp. 68-77. ISSN 0458-1822
- Lars Brüggemann: The Hamburg S-Bahn. From the beginnings till now. EK-Verlag, Freiburg 2007. ISBN 3-88255-846-6
- Ulrich Alexis Christiansen: Hamburg's dark worlds. The mysterious underground of the Hanseatic city. Ch. Links, Berlin 2008. ISBN 3-86153-473-8
- Ralf Heinsohn: Schnellbahnen in Hamburg, The history of the S-Bahn and U-Bahn, 1907-2007. Norderstedt 2006. ISBN 3-8334-5181-5
- Andreas Janikowski, Jörg Ott: Germany's S-Bahn. History, technology, operations. transpress, Stuttgart 2002. ISBN 3-613-71195-8
- Wolfgang Pischek, Jan Borchers, Martin Heimann: The Hamburg S-Bahn. With direct current through the Hanseatic city. GeraMond, Munich 2002. ISBN 3-7654-7191-7
- Robert Schwandl: Hamburg U-Bahn & S-Bahn Album. Robert Schwandl Verlag, Berlin 2004. ISBN 3-936573-05-0
- Erich Staisch: The Hamburg S-Bahn. Chronicle of a modern means of transport. Hamburg 1984. ISBN 3-455-08874-0
- Erich Staisch (Ed.): The Hamburg S-Bahn. History and future. Hamburg 1996. ISBN 3-89234-694-1
