Oberhausen – Arnhem railway line
The Oberhausen – Arnhem railway line (also known as the Holland line ) is a double-track , electrified main railway line on the lower Lower Rhine from ( Duisburg -) Oberhausen via Wesel , Emmerich and the German-Dutch border to Arnhem (in German: Arnhem ) (- Amsterdam ).
It branches off in Oberhausen from the Duisburg – Dortmund line , a section of the main line of the Cologne-Mindener Eisenbahn-Gesellschaft (CME), and connects to the so-called Rhijnspoorweg to Amsterdam in Arnhem . The route is of great international importance for both long-distance passenger rail transport and freight transport ; it is part of the Trans-European Networks (TEN).
The German part of the route is to be expanded by 2023 for 2.012 billion euros (as of December 2013).
history
The artillery officer Bake presented the first drafts to the authorities in Cologne and Berlin on behalf of the Amsterdam Railway Committee. The Cologne District President Daniel Heinrich Delius supported the proposals. It is thanks to him that the Prussian government approved the project under certain conditions. The Dutch government also reacted very quickly. She commissioned the engineer Goudriaan to create a line design.
After that, the new railway line should lead from Amsterdam via Amersfoort , Isselburg , Hamminkeln , Wesel and Duisburg to Cologne , although large cities such as Utrecht and Arnhem should not be connected because of the risk of flooding. The city of Emmerich objected to this. Further difficulties arose because the "Nederlandse Rhijnspoorweg" (NRS) had meanwhile built its line from Amsterdam to Utrecht (1843) and on to Arnhem (1845) not in normal , but in broad gauge (1945 mm).
In the next few years proposals were submitted and rejected and new ones submitted again until finally on July 18, 1851 “The Prussian-Dutch contract for the construction of the railway Oberhausen - Wesel - Emmerich - Arnheim” was concluded. As a result, on December 30, 1852, the Cologne-Mindener Eisenbahn-Gesellschaft (CME) was granted the concession with the condition that the railway construction should be completed within three years.
The line was finally determined by order of the Prussian Minister for Trade, Industry and Public Works on May 4, 1854. Then the CME could begin with the construction of the 61 kilometer long section to Emmerich, starting from its Oberhausen train station on its main line . The 12-kilometer section to the border and on to Arnhem could also be tackled soon, because the “Nederlandse Rhijnspoorweg” (NRS) had meanwhile converted the route from Amsterdam to Arnhem to standard gauge.
On July 1, 1856, after a construction period of only two years, the Oberhausen– Dinslaken section and on October 20, 1856 the entire double-track line went into operation. On the first day there were four passenger trains and one freight train, in 1859 300 travelers a day, 666 quintals of freight and ten head of cattle were transported.
Out of consideration for military concerns, Wesel initially only got a "barracks station", which was replaced by a half-timbered building 25 years later.
The Wesel railway junction at the end of the war
Up until the end of the Second World War, Wesel station was the railway junction of the Lower Rhine. Since its opening in 1874, the Dutch route has been crossed by the Haltern – Venlo line (part of the Hamburg-Venloer Bahn , CME). Four years later, the Bocholter Bahn (also CME) and the Boxteler Bahn opened independently of each other . In 1912 the railway line finally followed via Walsum to Oberhausen .
All trains to Venlo and Boxtel ran over the almost two kilometer long Wesel railway bridge over the Rhine (at Rhine kilometer 815 ), which was built between 1872 and 1874.
Reconstruction after the Second World War
After the Second World War , the bridges over the Rhine-Herne Canal and the Emscher in Oberhausen as well as the Wesel-Datteln Canal and the Lippe in Wesel , which were destroyed at the end of the war , were restored - initially provisionally. As early as November 15, 1945, the right Lower Rhine was opened up again via the Oberhausen – Arnheim railway line. The business with the Netherlands was quickly resumed.
The destroyed Rhine bridge was not rebuilt and thus the end of the Boxteler Bahn and the line to Venlo was sealed. The largely destroyed station buildings were rebuilt between 1952 and 1956.
In 1957, the 100th anniversary of the route, two Trans-Europ-Express , two long-distance express , eight express and twelve express trains ran .
Electrification of the route
In 1964/66 the entire double-track main line was electrified. Since then, Emmerich has been a system changing station for a long time . Here the electric locomotives had to be changed because the traction current and safety systems are different in Germany and the Netherlands and electric multiple units, which can exceed the system limits, were only developed in 2001 and approved in 2007.
In October 2016, the conversion of the system changeover points was completed and Emmerich is no longer a system changeover station between the German and Dutch electricity systems. Since then, the section from Oberhausen to kilometer 67.186 has been supplied with the German electricity system (15 kilovolts, 16.7 Hertz alternating current ). Between route kilometers 67.732 in Germany and 107.262 in the Netherlands the electricity system of the Betuweroute (25 kilovolt 50 Hertz alternating voltage) is used and from 107.197 towards Arnhem the Dutch electricity system with 1500 volts direct voltage is used.
Developments in long-distance train access
The D-trains Amsterdam – Cologne, which until then had stopped in Emmerich, Empel , Wesel, Dinslaken and Oberhausen, were replaced by EuroCity in June 1991 , which ran between Emmerich and Oberhausen without stopping. These were mostly in November 2000 by the " ICE International detached" from Amsterdam to Cologne, a modern multi-system high-speed electric multiple unit , which now also in Emmerich no system-related maintenance longer has to insert.
Since December 2002 there has been a direct connection to Frankfurt am Main via the new Cologne – Rhein / Main line . At the same time, the two remaining EuroCity trains were also replaced by multiple units. Since then, only one night train stopped in Emmerich and Wesel, and since December 2005 only in Emmerich. This was also omitted in December 2015.
Completion of the new line "Betuweroute"
On the Dutch side, the Betuweroute was officially put into operation on June 16, 2007 . The new freight train route runs from the port of Rotterdam in the direction of the Ruhr area and southern Germany . The new section meets the existing line in Zevenaar (NL).
Service offer
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The Holland route is in the long-distance passenger traffic daily every two hours from ICE International Amsterdam - Utrecht - Arnhem - Oberhausen- Duisburg - Dusseldorf - Cologne - Frankfurt (Main) and Basel SBB ( Timetable route serves 41).
Up to December 2016, the two night trains “Pegasus” Amsterdam - Karlsruhe - Zurich (timetable route N 6) and “Pollux” Amsterdam - Munich (timetable route N 7) of the CityNightLine combined over the route. These trains also stopped in Emmerich until December 2015.
In local public transport there is an hourly service:
- the RE 5 " Rhein-Express ": Wesel - Duisburg - Cologne - Koblenz ,
- the RE 19 " Rhein-IJssel-Express ": Arnhem - Emmerich - Wesel - Oberhausen - Duisburg - Düsseldorf,
- the RB 49 " Wupper-Lippe-Express ": Wesel - Oberhausen - Mülheim (Ruhr) - Essen - Wuppertal ,
- on the Dutch section Arnhem - Zevenaar the Stoptrein Arnhem - Winterswijk (every half hour, operated by Arriva Personenvervoer Nederland ) and the Stoptrein Arnhem - Doetinchem (every half hour, operated by Hermes under the name Breng direct ).
In Wesel, the Bocholter Bahn is connected to the Oberhausen – Arnheim line, on which the RE 19a “Der Bocholter” runs.
Local rail passenger transport in the German area is carried out by National Express and Abellio Rail NRW , using:
- for the RE 5 multiple units of the type Desiro HC from Siemens (series 462) for speeds of up to 160 km / h,
- for the RE 19 electric multiple unit of the 1429 series for speeds of up to 160 km / h,
- for the RE 49 electric multiple unit of the 3429 series for speeds of up to 160 km / h.
Local passenger transport on the Dutch section was carried out by Syntus until the end of 2012 , and since then by Arriva Personenvervoer Nederland and Hermes .
Cross-border local transport was not offered for a long time. In 2006, the Emmerich – Arnhem regional train (RB 34 “Der Arnheimer”) operated for a short time.
With the timetable change in December 2016, the RE 5 from Emmerich to Wesel was shortened. In return, the former RB 35 was taken over by Abellio Rail NRW and has since operated hourly between Emmerich and Düsseldorf as RE 19 . As of April 6, 2017, the train route across the border to Arnhem was extended. In addition to passenger traffic, the Holland route has a very high volume of goods traffic.
Occupancy (2005)
The utilization of the route was in 2005 - due to the introduction of the integral interval timetable (ITF) in 1998, the increase and further improvement of the range of local rail passenger transport (SPNV), long-distance rail passenger transport (SPFV) and the increase in freight traffic (SGV) that took place at the end of 2002 - six to eight trains per hour (both directions together). Specifically, 104 regional trains, 16 long-distance trains and 60 freight trains ran every working day.
Planning for further expansion of the route
Intended use
Two reasons speak for the further expansion of the Holland route:
- the port of Rotterdam to by the rail-distance freight be connected to the Ruhr, eastern and southern Germany and the freight growth bind on track and better
- the route Amsterdam - Cologne - Frankfurt am Main is to be upgraded to 200 km / h in long-distance passenger rail traffic in the Emmerich – Oberhausen section.
Warnemünde Treaty (1992)
On October 2, 1992, the Dutch and German governments signed the so-called Treaty of Warnemünde . ( BGBl. 1992 II p. 1103 ). Both governments undertook to
- to improve the German and Dutch rail freight and passenger transport within the scope of their responsibilities through coordinated measures of the rail infrastructure,
- to provide the high-speed vehicles required for the operation of the German-Dutch high-speed rail traffic in accordance with their share in the operating program .
The following measures are planned in detail:
Dutch side:
- Rail freight transport
- New construction of a main rail freight connection ( Betuweroute ) Rotterdam - Zevenaar - Dutch-German border
- New construction and expansion of the connection from the Betuweroute to the Oldenzaal / Bad Bentheim border crossing
- New construction and expansion of the connection from the Betuweroute to the Venlo / Kaldenkirchen border crossing
- Expansion of the rail infrastructure in the port of Rotterdam (double-track expansion with electrification, terminal expansion)
- Measures to fully utilize the capacity of the Kijfhoek marshalling yard
- New construction / expansion of the connection from Amsterdam and Schiphol to the Betuweroute
- Long-distance passenger rail transport
- Expansion of the route Amsterdam - Utrecht - Arnhem - Zevenaar - Dutch-German border for high-speed traffic mainly up to 200 km / h
German side:
- Long-distance passenger rail transport
- Expansion of the German-Dutch border - Emmerich - Oberhausen route for high-speed traffic (production of full capacity, third track between Wesel and Oberhausen, increase of the maximum speed to mostly 200 km / h)
- Expansion of the Oberhausen junction (double-track, level-free connecting curves to Duisburg and Herne )
- Rail freight transport
- Expansion of the Oberhausen-Osterfeld - Bottrop Süd - Herne route (restoration of double-track and double-track, level-free connecting curves in Herne)
- Expansion of the Oberhausen - Düsseldorf-Eller - Cologne route (establishment of full capacity and level-free connections in the Cologne area on the right bank of the Rhine)
- Expansion of the Neuss - Cologne route (four-track expansion Neuss - Cologne-Longerich, level-free connections in the Cologne area on the left bank of the Rhine).
Feasibility Study (1999)
The danger is that the public transport (public transport) through the dense sequence of moves in rail freight and the high speeds in long-distance passenger gets serious, if not made impossible. That is why the Euregio Rhine-Waal has a feasibility study drawn up at the instigation of all neighboring communities, the two Lower Rhine districts and the authority responsible for local rail passenger transport, the Niederrhein Local Transport Association .
It should be investigated
- whether the necessary connection to the region in local and long-distance rail freight transport is ensured even after the Betuwe line and high-speed passenger transport go into operation,
- whether an improved and synchronized connection of the region in local and regional rail transport is guaranteed,
- whether urban and environmentally friendly operation is possible.
This study will be presented in February 1999 to all municipalities affected by the measure, the two Niederrhein districts of Kleve and Wesel as well as the Niederrhein local transport association in the presence of representatives of Deutsche Bahn .
Contrary to the Warnemünde Treaty, the study shows that a much more extensive expansion of the railway line on the right bank of the Rhine is necessary. In large areas a three-, in one section even a four- or five-track expansion must take place.
Federal Transport Infrastructure Plan 2003 etc.
The Oberhausen – Arnheim line is run in
- Federal traffic route plan of July 2, 2003 under “New projects of the VB rail” with the designation “ABS (Amsterdam–) border D / NL Emmerich – Oberhausen, capacity increase and three-track expansion” and under “International rail projects” with “ABS border D / NL –Emmerich – Oberhausen, increase the speed to V max = 200 km / h according to the expansion of the HSL-Ost in NL "
- Federal Railways Development Act of April 27, 2005 under “New Projects” with the designation “ABS (Amsterdam–) Border D / NL – Emmerich – Oberhausen (1st construction stage)” and under “International Projects” with “ABS Border D / NL – Emmerich– Oberhausen (2nd construction stage) ”and
- "Investment master plan until 2010 for the federal transport infrastructure (IRP)" under "New projects for the urgent need for rail" under "No. 4 ABS (Amsterdam–) border D / NL – Emmerich – Oberhausen (1st construction stage) "with" 3-track expansion, Oberhausen junction "
The total costs were given in 2002 with more than 900 million euros . The state of North Rhine-Westphalia bears 36 percent of the costs.
Around 2006, total costs of around 900 million euros were also calculated. The state of North Rhine-Westphalia should therefore bear a third of the costs. In 2006, the renovation of the Oberhausen junction (55 million euros) was already completed. The construction of an electronic signal box in Oberhausen (86.5 million euros) was commissioned. By compressing block sections , this should contribute to increasing the line performance.
Further course
On June 16, 2007 the Betuweroute was opened in the Netherlands.
On June 22, 2006, a first planning agreement with a volume of 8.2 million euros was concluded. It includes both the preliminary planning for the three-track expansion and noise protection measures. At the end of December 2006, an environmental impact study and the accompanying landscape maintenance planning were tendered. Further planning up to completion, amounting to around 20 million euros, should take place "promptly", according to Deutsche Bahn.
In early 2010, the Ministry of Transport published a list of rail projects that had not yet been funded at the time. This list included the expansion of the Emmerich – Oberhausen line "for which financing agreements still need to be concluded".
Results on the financing of the Betuweroute should be available in the first quarter of 2011, but it is unclear when the expansion can be expected. Construction is currently expected to start in 2014. However, the Dutch are still expecting completion in 2013.
On September 1, 2011, the head of the railway, Grube , announced that the 2015 deadline for the third track and noise protection between Emmerich and Oberhausen could not be kept because all the approval procedures for noise protection had to be re-rolled.
On July 24, 2013, the federal government, the state of North Rhine-Westphalia and Deutsche Bahn signed the financing agreements for the section from Oberhausen to the German-Dutch border.
The total investment is now estimated at 1.5 billion euros. This includes the three-track expansion, replacement of level crossings, the establishment of ETCS and noise protection measures.
On July 4, 2014, the three-track expansion of the line, with a 3-kilometer four-track section, was tendered across Europe. The award procedure is to start on September 1, 2014, the contract to be awarded will run from March 16, 2015 to March 29, 2022. As part of the route expansion, new overtaking opportunities are to be created in stations and level crossings to be removed. The two-track expansion and elevation-free extension from the existing line 2206 to Gelsenkirchen-Bickern between the Oberhausen-Grafenbusch junction and the end of the Oberhausen-Sterkrade station is also part of the project.
The routing and expansion of the route is very controversial in the population, especially because of the feared noise pollution and the allegedly inadequate noise protection measures as well as general safety concerns (e.g. dangerous goods trains through residential areas).
After a delay of several years, the groundbreaking ceremony for the extension of the line was finally set on January 20, 2017. Meanwhile, more than 10 years after the completion of the Dutch part of the route, the Netherlands criticized in a warning letter to the Federal Ministry of Transport and North Rhine-Westphalia that "there has been no significant progress for years" on the German side.
See also
- History of the railways in Germany
- List of the first railways in North Rhine-Westphalia until 1930
- List of local rail transport lines in North Rhine-Westphalia
literature
- Hans-Paul Höpfner: Railways. Your story on the Lower Rhine . Mercator Verlag, Duisburg 1986, ISBN 3-87463-132-X .
- Bernd Franco Hoffmann: The Cologne-Mindener Railway: Railways through the Rhineland and Ruhr area . Sutton, Erfurt 2018, ISBN 3-95400-972-2 .
Web links
- Description of route 2270 in the NRWbahnarchiv by André Joost
- Expansion of the Emmerich - Oberhausen line
- PRO BAHN Wesel website with current information on the route ( memento of July 3, 2009 in the Internet Archive )
Individual evidence
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ^ Information from the Federal Government. Report on the project progress in expanding the cross-border rail axes. (PDF) Printed matter 18/357. German Bundestag, January 22, 2014, p. 2 , accessed on February 27, 2014 .
- ↑ Wolfgang Kieslich: LOK Report. Retrieved January 30, 2017 .
- ↑ The new RE 19 will travel from Düsseldorf to Arnhem from summer 2017. In: The West. April 6, 2016, accessed November 6, 2016 .
- ↑ a b Expansion of Emmerich - Oberhausen . In: Eisenbahn-Revue International . Issue 8–9, 2006, ISSN 1421-2811 , pp. 405 .
- ↑ Environmental impact study for the extension of the Oberhausen – Emmerich – state border line. Press release. Deutsche Bahn, December 27, 2006, archived from the original on September 27, 2007 ; Retrieved December 27, 2006 .
- ↑ Thomas Wüpper: Secret cross-off list. Railway under pressure. In: Frankfurter Rundschau . January 19, 2010, accessed May 12, 2014 .
- ↑ M. Balser, T. Hesse, B. Paus: Betuwe again on strike list. In: RP Online. March 5, 2010, accessed May 12, 2014 .
- ↑ Marco Virgillito: Betuwe: Ronald Pofalla increases the pace. In: DerWesten. December 13, 2010, accessed January 9, 2011 .
- ↑ Sebastian Latzel: Pofalla: The money is coming. In: RP Online. January 6, 2011, archived from the original on February 12, 2011 ; Retrieved January 9, 2011 .
- ↑ Duitsland cares for aansluiting Betuwelijn. In: NU.nl. January 11, 2011, accessed January 13, 2011 (Dutch).
- ^ Klaus Peter Kühn: NRW railway projects are delayed. In: RP Online. September 2, 2011, accessed September 13, 2011 .
- ↑ Expansion of the Emmerich - Oberhausen railway is coming. Press release. Ministry of Building, Housing, Urban Development and Transport of the State of North Rhine-Westphalia, July 25, 2013, archived from the original on March 4, 2016 ; Retrieved July 26, 2013 .
- ^ Germany-Duisburg: construction work. Document 2014 / S 126-225438. In: TED. Supplement to the Official Journal of the European Union . July 4, 2014, accessed July 4, 2014 .
- ↑ Website of the citizens' initiatives along the Betuwe line (accessed March 7, 2017)
- ↑ BMVI press release of January 19, 2017: Ferlemann: Most important freight transport corridor is getting fit for the future
- ^ Peter Kellerhoff: After 26 years: reminder letter from Rotterdam . In: VDI-Nachrichten . No. 46/47 , November 23, 2018.