Hamburg-Altona city and suburban railway

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Entrance building of the Ohlsdorf train station
Alternating current multiple unit elT 1624a / b from 1924 in the Aumühle Lokschuppen railway museum

The Hamburg-Altona urban and suburban railway was a railway company introduced in 1906 for the transport of passengers between the rural community of Blankenese and the cities of Altona (Elbe) and Hamburg . It is considered the technical and organizational forerunner of today 's Hamburg S-Bahn .

Project planning

This railway operation was agreed between the organs of the Prussian-Hessian Railway Community and the Senate of the Free and Hanseatic City of Hamburg in 1904 and with the participation of the Allgemeine Elektricitäts-Gesellschaft (AEG), the Union-Elektricitäts-Gesellschaft (UEG) , which was later merged with it, and Siemens & Halske , who had submitted the first drafts for electrical operation in 1901 and 1902. The officially approved routes were already entered on detailed city maps around 1900

It was planned to introduce electrical operation on the Hamburg-Altona connecting line, to extend it from the Hamburg city center to the northern district of Hamburg-Ohlsdorf and at the same time to expand this operation to the existing Blankenese - Altona line . These routes were consistently double-track, separated from long-distance rail traffic and without level crossings with road traffic.

Routing and stations

The connecting line was expanded to four tracks from 1893 to 1903. The subsequent line to Ohlsdorf was completed after eight years of construction in the summer of 1906. It ran alongside the route operated by the Lübeck-Büchener Railway Company to Hasselbrook and then on its own route to the newly emerging Ohlsdorf cemetery . The following train stations are located on the route that has been extended from Blankenese via the connecting train to Hamburg Central Station:

  • Berliner Tor : The Berliner Tor station was created with the construction of the line to Ohlsdorf in 1906. Today it is one of the largest transfer points in the Hamburg rapid transit network, since in addition to the line to Ohlsdorf, the S-Bahn lines S2 and S21 to Hamburg-Bergedorf also branch off here there is a transition to an underground station of the same name with the underground lines U2, U3 and U4. The S-Bahn station has two levels, of which the lower one serves the trains from the main station to Hasselbrook and Ohlsdorf, the upper one the trains towards Bergedorf and Aumühle.
  • Landwehr : The Landwehr station was opened with the extension to Ohlsdorf in 1906, it was given a neo-baroque reception building that was damaged in the Second World War and only partially rebuilt. The building was finally demolished in the 1970s.
  • Hasselbrook : The Hasselbrook train station was opened to traffic in 1907. Through this facility, which has now been reduced to a stop, both the tracks of the Hamburg S-Bahn and the Lübeck – Hamburg line each have their own platform .
  • Wandsbeker Chaussee : The stop was opened in 1906 and is located on the street of the same name . The station of the same name on the U1 underground line has been in the immediate vicinity since 1962.

  • Wandsbeker Chaussee stop

  • Blankenese train station

  • Hp Friedrichsberg

  • Friedrichsberg station building from 1906

  • Hp Alte Wöhr

  • Friedrichsberg : The stop is in the Dulsberg district and was also opened in 1906.
  • Barmbek : The Barmbe station c k (which c is accounted later) transfer point between the train and subway line 3 of the HHA . The suburban station, like the entire line between the main station and Ohlsdorf, was opened on December 5, 1906, the underground station followed on February 15, 1912. In 1918, the station was expanded in order to thread the Walddörferbahn . To the north-west of the station there is a sweeping system for the S-Bahn and the main workshop for the U-Bahn.
  • Alte Wöhr : The Alte Wöhr stop was opened in 1931 under the name Stadtpark . It was given its current name in the 1970s in order to avoid confusion with the Stadtpark station (now Saarlandstrasse) of the HHA, which was then the same name .
  • Rübenkamp : The Rübenkamp stop was added to the route in 1913 to serve the new hospital in Barmbek, and later also for the residential area in Barmbek-Nord.
  • Ohlsdorf : Ohlsdorf was the end point of the light rail. It has been possible to change trains from and to the U-Bahn (now U1 )here since 1914. In 1918 the Alstertalbahn from Poppenbüttel , which was included in the operation of the Stadtbahn in 1924, also ended here. In 1940, the Ohlsdorf – Poppenbüttel section was the firstsection of the Hamburg S-Bahn to be electrifiedwith direct current . Immediately south of the Ohlsdorf train station is the Hamburg-Ohlsdorf depot , where all S-Bahn trains are stationed.

  • Landwehr station around 1907

  • Old station building in Hasselbrook

  • Rübenkamp reception building

  • AC multiple unit, side view

  • Fastening bolts remaining from the overhead line of the light rail on the east wall of Hamburg Central Station (2006)

Electrical system and power supply

First catenary of the city and suburban railway
Leverkusenstrasse power plant

AEG and Siemens & Halske initially planned direct current operation . But when a trial operation on the Schöneweide – Spindlersfeld branch near Berlin with single-phase AC motors from Winter and Eichberg or the AEG was tried out from 1903 , it was decided to wait for the results. After these attempts were successful, the aforementioned and a number of other companies were commissioned in early 1904 to equip the Blankenese-Ohlsdorf line for operation with single-phase alternating current of 25 Hertz and 6300 volts.

The line was equipped with an overhead contact line as early as 1906 . This catenary was braced in multiple suspension with a simple chain. The grooved contact wire, which was 5.2 meters above the upper edge of the rail , had a cross-section of 90 mm² and was suspended from the 35 mm² steel wire support cable at 6-meter intervals. The equipment including feed lines for the first 67 km of single track cost around 26,000 marks for the track kilometer.

The overhead lines were fed with 6,300 volts alternating current at seven feed points, partly directly from single-pole feed lines, partly from transformers that were fed with alternating current of 30,000 volts from the power station. Some of the feed lines are fed directly from the Leverkusenstraße power station located at the northern end of the then Altona main station , and some from a substation at Barmbek station . The cost of the main power station was 3.6 million marks. It was the first rail power station in Germany and also supplied the Altona port railway .

First operation

As a result, the Prussian Railway Directorate Altona opened from 1906 a continuous passenger service with trains initially hauled by steam locomotives from Blankenese via Altona to Hamburg-Ohlsdorf.

From October 1, 1907, the first electric multiple units were used and from January 29, 1908, the route from Blankenese to Ohlsdorf was operated electrically over its entire length. Steam trains were still used to cope with the unexpectedly high number of passengers.

The trains consisted of individual pairs of cars with 122 to 124 seats in the II and III. Class. Smoking compartments were not provided.

Around 1912 the train sequence between Sternschanze and Hasselbrook was 2½ minutes, on the outside lines up to 10 minutes. The maximum speed of the trains was 50 km / h, the average travel speed in steam mode was 22 km / h, in electric mode 30.5 km / h.

In order to stay on the head station Altona to the passage stations - approximately 30 seconds - to press, has been here particularly busy days, the train crew - motorman and Schaffner - changed, thereby achieving a total travel time of 52 minutes between the terminal stations.

vehicles

First wagon train
AEG prototype AC multiple unit from 1905
  • The first AC multiple units consisted of two closely coupled three-axle compartment cars with the common axle arrangement Bo'1 + 1 (1A) '. The three Winter-Eichberg-AEG drive motors had an hourly output of 115 HP (85 kW) each and a gear ratio of 1: 4.22 to the one-meter drive wheels.
  • Later versions had a Bo'1 + 1 2 'wheel arrangement and only two engines of 200 HP (148 kW) each in the front bogie of the train unit. These trains had the designation Altona 551/552 to Altona 669/670 .
  • In 1912 two trains, initially designated as ET 803 + 804, with the Bo'1 + 1 2 'wheel arrangement and 2 x 110 kW engine power from the Van der Zypen & Charlier wagon factory and electrical equipment from SSW were delivered. The curb weight of a newer pair ready for operation was 62 to 63 t compared to 69 to 71 t for the older type. The unoccupied driver's compartments are accessible to passengers. The pair of cars cost approx. 106,000 marks.

Extensions and suburban railway

The urban and suburban railway was expanded in 1924 by the Alstertalbahn, which was built in 1917, to Poppenbüttel, so that electric rail operations were also introduced in the communities along the Upper Alster .

The non-electrified routes to Elmshorn , Friedrichsruh and Harburg were referred to as suburban railway . With the incorporation of Harburg-Wilhelmsburg , the connection to Hamburg-Neugraben was added.

Continuation as an S-Bahn

Based on the model of Berlin, where a similar system of electric city high-speed railways emerged from 1924 and was called the S-Bahn from 1930 , the Reichsbahn also designated its Hamburg-Altona city and suburban railway as the S-Bahn from 1934 , with the steam-powered and later suburban lines to Elmshorn , Harburg and Friedrichsruh used by diesel locomotives were popularly referred to as the steam S-Bahn.

Individual evidence

  1. ^ A b "Early history of electrical railways in Prussia" and "The Hamburg city and suburban railway" in: Preußen-Report, Volume 10, Hermann Merker Verlag, Fürstenfeldbruck, ISBN 3-89610-005-X
  2. ↑ H.Carly`s plan of Hamburg, together with suburbs, 1900 and C. Adler's plan of Hamburg, Altona, Wandsbek and surrounding areas, 1900
  3. ↑ 100 years of the Hamburg S-Bahn
  4. ^ Pischek, Borchers, Heimann: The Hamburg S-Bahn. With direct current through the Hanseatic city. Geramond, Munich 2002. Page 34.
  5. ↑ a b c d e f g Röll, Freiherr von: Enzyklopädie des Eisenbahnwesens, Volume 6. Berlin, Vienna 1914, pp. 107–114.
  6. ↑ a b c Single article about the multiple units of the Hamburg-Altonaer Stadt- und Vorortbahn in: Preußen-Report, Volume 10, Pages 16-19, Hermann Merker Verlag, Fürstenfeldbruck, ISBN 3-89610-005-X
  7. ^ Association of Traffic Amateurs and Museum Railways Hamburg eV (VVM) . VVM-Museumsbahn-Betriebsgesellschaft mbH .