Lübeck-Büchener Railway

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Seal of the Lübeck-Büchener Railway Company

The Lübeck-Büchener Eisenbahn (LBE) was a company that operated rail traffic between Lübeck and Büchen and Hamburg .



The first plans to build a direct rail link between Hamburg and Lübeck were made in 1831. The initiative for this came from the Lübeck businessman Emil Müller and his father Nikolaus Hermann Müller. After the end of the French era, Nikolaus Hermann Müller was committed to improving Lübeck's transport links. He was involved in the first Lübeck steamship company owned by the captain Matthias Bürring Lov, which has operated regularly from Lübeck to Copenhagen since 1824.

When Emil Müller proposed the construction of a railway line connecting the North and Baltic Seas from Hamburg to Lübeck in 1831 , his search for comrades-in-arms in Lübeck was in vain, which is why he traveled to London in 1833 , where he finally found investors. As a senior engineer, Müller was able to win Francis Giles , who as chief engineer of the Newcastle and Carlisle Railway (1829–1836) already had experience in railway construction. Also Marc Isambard Brunel and his son Isambard Kingdom Brunel , the builder of London's Thames Tunnel (1825-1843) offered their services Müller. In September 1833, Giles' assistant William Lindley traveled to Hamburg, who was later to be responsible for building the Berlin-Hamburg railway and the Hamburg city drainage system, and began surveying work, which lasted until November 6 of the same year. Due to time constraints, Lindley decided not to apply to the Danish authorities for approval of this survey work.

In 1834 Giles went to Copenhagen himself , where he submitted an application for approval of the planned railway on August 10th. It was only on this occasion that he officially informed the Danish king about the surveying work that had taken place, which caused displeasure at the court and also burdened the negotiations on the construction of the Hamburg-Lübecker Chaussee, which were taking place at the same time. However, this also made the possible support of the Hanseatic cities of Lübeck and Hamburg for the project questionable, as this was primarily due to the construction of the Chaussee. Therefore, the following share subscription by the railway company to be founded (the issue of 15,000 shares at 20 British pounds each was planned) was sluggish and finally resulted in the dissolution of this first Lübeck railway company in 1839 after Müller's departure.

A new attempt was made in 1843 when the Lübeck Council itself began building a railway line to Hamburg and addressed several inquiries to the Danish government in this regard. The Holstein area between Hamburg and Lübeck was under Danish rule and the Danish government refused to build a direct connection between the two cities. This probably happened at the insistence of Holstein and especially Kiel circles, which in turn saw themselves disadvantaged in their trade efforts by Hamburg and Lübeck tax and customs laws.

Only after pressure from other states of the German Confederation , Russia and France did the Danish government undertake on June 23, 1847 to approve the construction of a railway to the Lauenburgische Büchen on the Berlin-Hamburg railway . The supporters of the Hanseatic city included such well-known personalities as Alexander von Humboldt , Metternich and Prussia's King Friedrich Wilhelm IV .

The approval was given three days before the start of the General German Singing Festival in Lübeck and three months before the start of the Germanisten-Tage chaired by Jacob Grimm , who at the previous year's meeting in Frankfurt am Main had chosen Lübeck as the venue for the conference to support the rail link to Lübeck blocked by Denmark as a “national question”; This despite the remote location of Lübeck in Germany and in view of the poor accessibility due to the lack of rail connections. This made an indirect connection 35 kilometers longer from Lübeck to Hamburg possible. From the point of view of the competing Altona-Kieler Eisenbahn, this compromise had the advantage that the connection from Lübeck via Büchen to Hamburg now had about the same route length as the railway connection between Altona, then still in Holstein, and Kiel, also in Holstein.

Development of the route network

After the Lübeck-Büchener Eisenbahn-Gesellschaft was founded on February 27, 1850, construction began on the line from Lübeck via Ratzeburg and Mölln to Büchen . 2500 mostly unskilled workers were busy with the earthworks on the Lübeck-Büchener route by April 1851 a total of 400,000 working days.

The Lübeck train station in Hamburg, which was closed in 1906
The first train station in Lübeck, around 1865
Ratzeburg railway station
The inside of the station, there was only one platform and one track
Route network of the LBE 1861
Route network of the LBE 1899

It went into operation on October 15, 1851, although the Danish concession was only granted retrospectively in 1857 due to the uprisings of 1848. The first locomotive was named "GAZELLE". The LBE train station in Lübeck was in the immediate vicinity of the Holsten Gate . The track led through the ramparts of the Lübeck city fortifications . The deforestation of numerous avenue trees and the originally planned demolition of the roebuck and barn bastions met with resistance from the population of Lübeck. Therefore, the council and the citizenship decided to sell the cut trees on account of the state and to commission the Potsdam landscape architect Peter Joseph Lenné to design the remaining ramparts artistically with the money raised. The population of Ratzeburg felt very uncomfortable that the train station intended for the city was about three kilometers from the center of the city, which was about half an hour, in the Feldmark . The hopes of the Ratzeburgers that the LBE would build a branch line into the city turned out to be deceptive. It was not until more than 50 years later that the Kleinbahn-Bau-Gesellschaft Lenz & Co. built the connection to the city in the form of one, the later Ratzeburg Kleinbahn . The division of the Ziegelsee near Mölln by a railway embankment also caused little enthusiasm among the residents.

The operation of the railway was an economic success, so that the LBE was able to use the profits to build the Lübeck port railway and a coking plant to supply its locomotives with coke . In 1852 the LBE was 47.45 kilometers long.

It was not until 1863 that the LBE was finally able to start building a direct line to Hamburg and start operations on August 1, 1865. The approximately 63-kilometer route ran from Lübeck via Reinfeld , Oldesloe , Ahrensburg , Rahlstedt and Wandsbek to the Lübeck train station in Hamburg. This was followed by a connection to the Lübeck freight yard between Sonninstrasse and the Lübeck Canal , which is now filled in, and which flows below the Berlin train station into the Berlin-Hamburg Railway. In 1870 the LBE had a route network of 111.27 kilometers in length. Because of the heavy traffic, the line to Hamburg received a second track in 1875/1876.

The LBE developed under Walther Brecht . During his 30 years with the company, he achieved full economic and financial prosperity. So he expanded the operating facilities, carried out significant traffic improvements and suggested various designs.

On August 1, 1882, the LBE opened a line from Lübeck to Travemünde , which was extended on July 1, 1898 from today's Lübeck-Travemünde Hafen station to Travemünde Strand . 1902 closed Hermann Textor to for the Hamburg Lübeck Train Station belonging to the LBE Lübeck freight station , joining the track with the goods station of Hanover Station in Rothenburgsort . In historical terms, this connection was the first section of today's Hamburg freight bypass . With the opening of the branch line from Travemünder Hafenbahnhof to Niendorf (Baltic Sea) in 1913, the LBE route network reached its greatest expansion with 160.87 kilometers.

Origin of the nodes

At the same time as the LBE's Büchen line, the Berlin-Hamburger Eisenbahn-Aktiengesellschaft opened a branch line from Büchen to Lauenburg south of it in 1851 . As early as the founding year 1850, the LBE committee approved an amount of 7,000 Taler Preußisch Kurant for technical tests for the construction of an Elbe crossing near Lauenburg. After lengthy negotiations between the governments finally decided to build a Trajektanstalt .

On April 15, 1862, an announcement regarding the contract between Schleswig-Holstein and Hanover was published in the legal gazette of the Kingdom of Hanover, which stated:

“His Majesty the King, with the consent of the general assembly of estates of the kingdom, deigned to resolve that a railway from Lüneburg to Hohnstorf should be built at the expense of the state and through one in association with the administrations of the Berlin-Hamburg and Lübeck-Büchener railways Elb-Traject-Anstalt between Hohnstorf and Lauenburg will be connected to the railways on the right bank of the Elbe. The plan for the construction of the railway has been completed with the highest approval as follows: The railway line branches off the Lehrte-Harburg railway in a north-easterly direction immediately north of the Lüneburg train station, runs east past the Domaine Lüne and the village of Adendorf, then turns towards it in a weak curve to the east, the village of Echem leaves to the west and takes a northerly direction just before the Elbe in order to reach the Elbe dike between the villages of Sassendorf and Hohnstorf - Lauenburg opposite - next to which the terminus will be built. "

The steamship required for operation was commissioned from the mechanical engineering institute of the Hamburg-Magdeburg Steamship Company and put into service in 1864. In February 1869 a second trajectory was put into service because of the overall positive development of traffic. However, numerous operational disruptions due to icing in winter and several accidents clearly showed that the train traffic was not a permanent solution to the crossing problem. With the annexation of the Kingdom of Hanover by Prussia, military reasons that had previously spoken against such a fixed Elbe crossing no longer existed. So it was finally decided to build a swing bridge over the Elbe, which from 1878 after a two-year construction period enabled continuous train traffic from Lübeck to Lüneburg .

Since 1870, the Grand Ducal Mecklenburg Friedrich-Franz Railway to Kleinen , on which continuous express trains ran between Hamburg and Stettin for the first time in 1871, ended at the LBE station in Lübeck . There has been a connection from Lübeck to Kiel via the Eutin-Lübeck Railway since 1873 . The Lübeck-Segeberg Railway to Bad Segeberg , which opened in 1916, was operated by the LBE from the start, and it was only after the Second World War that it had its own vehicles.

Bad Oldesloe also became an important railway junction . The line to Neumünster , which was built by the Altona-Kieler Eisenbahn-Gesellschaft and was taken over by the Altona Railway Directorate of the Prussian State Railway in 1884 , has been branching here since 1875 . This opened in 1884 with the routes to Schwarzenbek and in 1897 via Ratzeburg to Hagenow ( Kaiserbahn ) two further connections to the Berlin railway. From 1907 the Elmshorn-Barmstedt-Oldesloer Railway also ended in Oldesloe.

In 1899 Mölln was connected to the Ratzeburg – Hagenow line via a cross-connection between the state railway and Hollenbek . From 1903 in Ratzeburg from the Ratzeburger Kleinbahn and from 1904 in Rahlstedt from the Electric Kleinbahn Alt-Rahlstedt-Volksdorf-Wohldorf transition to the network of the LBE. This was supplemented by numerous industrial connections, especially in the urban area of ​​Lübeck, Wandsbek and Hamburg.

In the 1910s, the LBE refused to connect its Ahrensburg train station with the Hamburg Walddörferbahn , with the result that this route, which is now part of the U 1 line of the Hamburg subway , crosses under the Hamburg railway line south of the city without the possibility of changing trains.

New administration building

A large space, accessible from three sides, was created in front of the reception building of the Lübeck main station to handle the carriage and tram traffic. This was surrounded by three-story houses, hotels, restaurants and the administration building of the Lübeck-Büchener railway company in a closed manner. The square was, as people once exclaimed, far too big if such a square was not intended for the parade march of some honorary companies, as was the case with Kaiser Wilhelm's visit in 1913. In 1908 it was of the opinion that traffic considerations would never require such a size, and the spatial effect of the square, since it had no character, was not a happy one. To the south he was without any degree. There is a peculiar disproportion between the gentleman, the reception building, and the "row houses" that are dependent on it. The overwhelming effect of the representative could hardly be denied. It was not until the 1920s that the Handelshof closed the gap in the south.

former administration building of the LBE

The criticism was wrong here. One year after the opening of the station, the tram , which until then only touched the station with one line across Fackenburger Allee , moved its center of gravity north of the station. From there it was soon over the station forecourt. The traffic developed so strongly that the central train station of the local public transport ZOB is no longer in front of the train station due to space restrictions, but on the square south of the former administration building. The lines of Lübeck city traffic , autokraft and the Dahmetal company operate here . The quickest way to get to it from the train station is through the corridor that was widened in 2007 through the former administration building.

Kaiser Wilhelm II leaves the Lübeck company of honor on August 9, 1913

From an aesthetic point of view, the height of the building, which was necessary for economic reasons, was to be regretted in terms of the reception building. The attempt to bring these moments into harmony with the administration building was still unsuccessful with the Hotel Viktoria with its unsuccessful gables and the Automat house , after the war the post office stood here and today the linden arcades , however, rather unsuccessful.

Due to its shapes, which are related to the station building, its effect is noble and elegant. The front, broken at an obtuse angle, is structured by pilasters in the simplest, but taut, rhythmic manner. Although their tower could have been dispensed with according to the criticism, it is free from exaggerations, material-appropriate and worthy . Their roof solution, which was similar to the Leibholzhaus in the city center, found general approval here in contrast to Holstenstrasse in the composition of the buildings. The administration building of the Lübeck-Büchener railway company was placed under monument protection in 1997. In 2017, the buildings of the former marzipan factory and confectionery Konrad-Adenauer-Straße 3 and the buildings of the former Viktoria Hotel Am Bahnhof 17/19 followed.

The approach to the station had a picturesque charm that was second to none. Although the heavy, bulky impressed Holsten visitors at the old station as a witness a great past (see analogous to the Cathedral to Cologne on their's then head station ), but the input was active in the Holstenstraße with the designated disparagingly as a department store wall Leibholz-house and commercial buildings in the Untertrave more shameful than representative. The green of the Lindenplatz stretches slim the Petrikichturm . If you approach him, part of the old town builds up. After crossing the old linden trees, you will cross the new Puppenbrücke , from the top of which you can also see the Holsten Gate and the Marienkirche . The increase in the beauty of the picture is the characteristic of the path.

Hamburg Central Station

New main train stations

In the vicinity of the Lübeck train station in Hamburg there were three other long-distance train stations at the beginning of the 20th century ( Berlin train station , Hannoverscher train station and Klosterthor train station ), none of which had a direct connection to the LBE route. From December 6, 1906, they were replaced by the new Hamburg Central Station , to which the LBE also extended its route and gave up its previous station. To the east of it she set up a new stop at the Berliner Tor .

The new Lübeck main station, built by Prof. Fritz Klingholz
Site plan of the new LBE facilities in Lübeck around 1908
Location plan of the Lübeck main station

In the meantime, the railway systems in Lübeck have been swiveled to the west and the train station has been relocated to its current location in the Retteich-Wiesen area. On May 1, 1908, the first train entered the new Lübeck main station , which remained the largest private station in Germany until the LBE was nationalized. The tracks in the northern apron of the old train station were still in place on the Wall Peninsula until the 1980s; Today the "Music and Congress Hall" and various hotels are located there. The southern part of the old route is still recognizable through the course of Possehlstrasse , Berliner Strasse and Berliner Allee . On the station forecourt, the LBE erected its representative administration building, which still exists today.

The old train station facilities on the Wall Peninsula were not immediately demolished. The old main administration building continued to serve the railway administration, additional offices were set up in the previous waiting rooms. After their transfer to the finance deputation, the premises of the freight yard were seized by one of the St. Lorenz schools and used as classrooms. The old goods shed at the Holsten Gate was used as a fish market from 1920. After the LBE headquarters moved to the new building opposite the train station, the old railway systems were gradually demolished. Part of the demolished track system went to the track museum in Osnabrück. The station building, which had been used by the port railway until then, fell last in 1934.

Hamburg-Lübeck express service

At the suggestion of the Society for the Promotion of Common Interests Hamburg and Lübeck eV (in short: Society Hamburg-Lübeck), the LBE developed the concept of a new express train connection between Hamburg and Lübeck in 1928. These trains were originally intended to run only in the winter months, run between the two Hanseatic cities without stopping and have a journey time of just 51 minutes. Three connections a day were planned in both directions.

The LBE calculated the costs per train pair at 7,904 Reichsmarks per month, the total costs for three train pairs at around 23,700 Reichsmarks. In view of its tight financial situation, the company considered the financial risk of such a train connection too high, which is why it did not want to set it up without a state guarantee. Therefore, at the turn of the year 1928/29, the Hamburg-Lübeck Society approached the Hamburg Senate with the request that the LBE be able to set up these express trains through a failure guarantee of 23,700 Reichsmarks. The Senate supported this proposal and on February 8, 1929, referred it to the citizens for a resolution. Here, too, the motion found a majority, so that it was accepted at the meeting on March 13, 1929. In the meantime, the Lübeck Senate had also approved a corresponding application. Finally, Hamburg and Lübeck agreed on a joint guarantee, of which Lübeck carried 1/5 (4,740 marks) and Hamburg 4/5 (18,960 marks).

This cleared the way for the Hamburg-Lübeck Schnellverkehr ("HL Schnellverkehr"), which began its service on April 1, 1929 when the summer timetable came into force. 1570 passengers used the new offer in the first week. By the summer, the number of passengers rose sharply and almost tripled.

But despite its great popularity and the resulting high occupancy rate, the HL express service did not cover costs. Even the cancellation of 4th class for the winter timetable in 1928, with which the LBE followed a corresponding decision by the Reichsbahn, could do little to change the poor earnings situation.

Therefore, the board of the LBE decided in 1932 to test the use of railcars . As a prototype, a new type of Doble steam railcar under the road number DT 2000 was developed together with the Henschel company . The vehicle offered numerous advantages compared to locomotive operation: It was easier and therefore more energy-efficient to get ready for operation more quickly (heating time: five minutes), could be driven in one-man operation and, thanks to a new type of electric remote control, could be operated from the optionally connectable control car when reversing , This eliminates the need for time-consuming turning maneuvers at the terminal stations compared to locomotive operation .

During the first test drives, the multiple unit reached a speed of 115 km / h. It took him between 44 and 49 minutes for the Hamburg – Lübeck route, which is five to ten minutes faster than the express trains previously used here. On May 15, 1934, the new vehicle was put into scheduled operation and ran three times a day between the Hanseatic cities. Its popularity was soon so great that the company had to supplement the railcar service on Sundays and during the main travel season with locomotive hauled trains.

The modernization program of 1933

The period of inflation and the economic crisis had hit LBE hard and largely consumed the reserves of the previously healthy company. The LBE responded with a modernization program that was supposed to make the company more profitable. In detail, this program comprised the upgrading of the main railway tracks for 20 tons of axle load (instead of the previous 16 to 18 tons), the acceleration of the entire rail traffic, namely the passenger trains between Hamburg and Lübeck and the freight trains with simultaneous consolidation of the timetable. This required extensive reconstruction work in the company's entire network, including the renewal of the superstructure between Hamburg and Lübeck, the introduction of three-aspect distant signals at a distance of 1000 meters from the main signals and the establishment of the electrical section block. In addition, new vehicle material was to be procured that could be used equally in Hamburg suburban traffic and in express traffic between Hamburg and Lübeck.

Since the steam multiple unit with its 137 seats was soon no longer able to cope with the growing volume of traffic between Hamburg and Lübeck, LBE building officer Paul Mauck developed a new type of air-conditioned double-deck car in conjunction with a remotely controllable locomotive should be used. This concept combined the advantages of locomotive traffic (high tractive power and thus a large number of seats) with those of railcar traffic (low vehicle weight per passenger, no turning or repositioning at end stations necessary).

Newly developed streamlined locomotives were ordered from the Henschel works for the double-decker cars . The two-couplers, also popularly known as "Mickey Mice" because of their gray power bowl, were designed for speeds of up to 120  km / h and were thus able to shorten the travel time between Hamburg and Travemünde to an effective advertising time of 60 minutes. A special technical feature was the steam train turning control installed here for the first time in the world , with which time-consuming turning maneuvers at the terminus of Hamburg and Travemünde could be saved. For this purpose, the locomotives could be operated when reversing from a control stand in the double-decker car.

With the start of the summer schedule in 1936, the new trains began operating and were an immediate success. Soon, six more double-decker cars and an additional Mickey Mouse had to be ordered in addition to the two existing ones. In addition, the LBE equipped five of its older T12 locomotives with a power bowl. The operational benefit of the streamlined cladding was, however, only minor.

When the war broke out, the Reichsbahn (meanwhile owner of the LBE) ended its express train service. From then on, the LBE double-deck trains were only used in suburban traffic and finally decommissioned in 1978, the Mickey Mouse locomotives - as splinter classes and hardly usable on the Reichsbahn due to their Scharfenberg couplings - were delegated to the shunting service and used as heating locomotives from 1942 .


On January 1, 1938, the Lübeck-Büchener Railway was incorporated into the Deutsche Reichsbahn (DR), which had owned the majority of the shares since the early 1930s. The Lübeck state had brought its majority of shares in the company to the stock exchange as early as 1883 via a banking consortium led by the Berliner Handelsbank. During the inflation period of 1922/1923, the Reich Ministry of Transport had acquired shares in LBE. The basis for this was formed by the 200 shares (nominal value 1,200 marks) which the LBE had ceded to the Reich Ministry of Transport after a six-month dispute in August 1923 in return for a loan of 50 billion paper marks . In 1937 the state finally owned around 86 percent of the company's shares. The decision to nationalize was justified by the importance of the Reichsbahn lines that were connected by the LBE. The takeover should serve the "promotion of the traffic unity".

The company was dissolved on January 1, 1938. The remaining free shareholders were compensated with Reichsbahn treasury notes with an interest rate of 4.5 percent. At the end of March, the integration into the Deutsche Reichsbahn was completed and the transfer point of the Lübeck-Büchener Railway was dissolved on April 1, 1938.

The railway directorates responsible for the route network of the previous LBE were the Reichsbahndirektion Schwerin and, for the section Hamburg – Bad Oldesloe, the Reichsbahndirektion Hamburg . After 1945 the entire route network of the former LBE was added to this, and from 1949 it became the Hamburg Federal Railway Directorate .

The nationalization of the LBE was the beginning of several nationalizations in the course of the planning for the Vogelfluglinie . This shortest connection from north-west Germany to Scandinavia via the Baltic Sea island of Fehmarn had been planned by the Deutsche Reichsbahn and the Danish State Railways since the 1920s and construction started in 1941; It was opened in 1963.

Hitler's plans to incorporate the Hamburg – Lübeck connection into the Reichsbahn because of its possible strategic importance for the war effort can be viewed as unlikely. For example, Kiel, located further to the north, as the Reich war port and end point of the Kiel Canal with its connections to Hamburg and Berlin, was of much greater military importance than Lübeck, and in the plans of 1941 for a three-meter broad-gauge railway through which Germany was included should be connected to the east, Lübeck did not appear.


At the inauguration ceremony on March 6, 1921, pastor Wilhelm Mildenstein of the Luther Church founded in 1914 unveiled the memorial stone for the civil servants and workers of the Lübeck-Büchener railway company who died in the war in the Lübeck cemetery of honor .

Memorial in the Ehrenfriedhof for his fallen railroad workers

This is a granite stone, which in its obelisk shape with massive interruption by a protruding, architecturally articulated cornice , rising in counter effect, abruptly interrupting the emerging, on a massive base. The foundation should embody defiant tenacity. On the front, under the winged wheel , the symbol of the railway , is the dedication to the fallen:

"To the memory / those in the fight / for the fatherland / fallen / officials and / workers of the / Lübeck-Büchener / railway"

On the other three pages there are 118 names sorted by year.

At the instigation of the employees' committee of the Lübeck-Büchener railway company, the Lübeck architects Schürer & Siebert made the design . It was carried out by Ludwig Bruhn vorm's Lübeck Granite and Marble Works . Plettner & Bruhn .

After the Second World War , the inscription was around

"And / Bundesbahn / in the two / world wars"

subsequently expanded. Today the inscriptions are almost illegible due to the weather .

Route network

Lübeck - Büchen

Single track, length 49.3 kilometers. Today between Ratzeburg and Büchen as a regional train line RE85 within the Hamburger Verkehrsverbund (HVV).

  • Lübeck Central Station
  • Lübeck-Blankensee (Hp, closed / reopening as Lübeck Airport at the end of May 2008)
  • Sarau (Pogeez, Hp, abandoned)
  • Ratzeburg
  • Mölln
  • Güster (Hp, abandoned)
  • Roseburg (Hp, closed)
  • Nüssau (Hp, closed)
  • Books

Hamburg - Lübeck

Double track Lübeck – Hamburg line , length 63.1 kilometers. Today between Hamburg Hbf and Reinfeld (Holst.) As regional railway line RE8, RE80, RB81 within the HVV.

  • Hamburg Central Station
  • Hamburg Lübeck train station (closed in 1908)
  • Hasselbrook (Hp)
  • Wandsbek (since 1937 Hamburg-Wandsbek )
  • Tonndorf (until 2005 Wandsbek-Ost) (Hp)
  • Rahlstedt (since 1937 Hamburg-Rahlstedt )
  • Ahrensburg
  • Ahrensburg-Gartenholz (since 2011)
  • Bargteheide
  • Copper mill (Hp)
  • Bad Oldesloe
  • Reinfeld / Holstein
  • Lübeck-Niendorf (Hp, closed)
  • Lübeck Central Station

Lübeck - Travemünde

Single- track railway line Lübeck – Lübeck-Travemünde Strand , length 20.6 kilometers

  • Lübeck Central Station
  • Schwartau-Waldhalle (Hp, closed)
  • Lübeck-Dänischburg (Hp, closed)
  • Lübeck-Kücknitz (Hp, closed; reopened in 2002 elsewhere)
  • Lübeck-Pöppendorf (Hp, closed)
  • Lübeck-Travemünde-Skandinavienkai, (Hp, since around 1980 - moved in 2005)
  • Lübeck-Travemünde harbor
  • Lübeck-Travemünde beach

Travemünde - Niendorf

Single- track railway line Lübeck-Travemünde Hafen-Niendorf (Baltic Sea) , length 4.8 kilometers, decommissioned and dismantled in 1974

  • Lübeck-Travemünde harbor
  • Lübeck-Travemünde North (Hp)
  • Lübeck-Brodten (Hp)
  • Niendorf (Baltic Sea)


56 3007, the former number 97 of the LBE (class G 8.2 )

When operations began in 1852, the Lübeck-Büchener Railway had six steam locomotives , 15 passenger cars and 85 freight cars . In 1870, after purchasing the original equipment for the Hamburg Railway, there were already 21 locomotives, 60 passenger cars and 293 freight cars. By the beginning of the First World War in 1914, the number of vehicles had grown to 90 locomotives, 340 passenger coaches and 1,338 freight wagons and then fell slightly again until the nationalization in 1938.

The LBE steam locomotives, apart from the factory designs of the early days, basically corresponded to the locomotives of the Prussian state railways , but mostly showed, such as the LBE S 10 and LBE T 10 series , more or less serious deviations with regard to various parameters such as boiler size, wheelbase or wheel diameter. The most remarkable locomotives of the LBE, the three high-speed tank locomotives with streamlined cladding LBE No. 1 to 3 , were specially built for the double-deck streamlined push-pull train that ran between Hamburg and Lübeck from 1936 onwards. At the other end of the train, they could be steered by the driver.

Detailed information on the LBE locomotives can be found in the list of LBE locomotives and railcars .

Double-decker streamlined push-pull train

LBE-DW 8 double-decker streamlined push-pull wagon

From May 1936, LBE began using streamlined express trains with double-decker cars on the Hamburg Hauptbahnhof - Lübeck-Travemünde Strand route , which caused a worldwide sensation. Back then, they were already equipped as push-pull trains with control cars , automatic Scharfenberg couplings and two-person units with a shared Jakobs bogie . The eight double-decker cars were supplied by WUMAG in Görlitz and Linke-Hofmann in Breslau . They were always driven with the LBE No. 1 to 3 locomotives specially equipped for push- pull operation.

The LBE double-decker coaches offered great comfort for those times with upholstered seats in 3rd class. Larger luggage was received by bellboys when boarding, stowed in the luggage compartment and delivered again when leaving the car.


  • Friedrich Krüger : The traffic protection in Holstein and the direct Lübeck-Hamburg railway , Hamburg 1858.
  • Alfred Dreyer: Railway policy around Lübeck - On the prehistory of the Lübeck-Büchner , in: Der Wagen 1942–44, pp. 58–70
  • Alfred B. Gottwald: The Lübeck Büchener Eisenbahn (LBE) , Düsseldorf 1999, ISBN 3-87094-235-5
  • Gerd Wolff: German small and private railways, part 1: Schleswig-Holstein / Hamburg , Gifhorn 1972, ISBN 3-921237-14-9
  • 125 years of the railroad in Lübeck , special issue October 1976, Lübecker Verkehrsfreunde association
  • Rüdiger Otahal: Lübeck-Büchener Eisenbahn, Munich 2002, ISBN 3-7654-7130-5
  • Lorenz Steinke Emil Müller , in: Hamburgische Biographie , Vol. 3, Göttingen 2006, ISBN 978-3-8353-0081-1
  • Lorenz Steinke: The importance of the Lübeck-Büchener railway for the economy of the Hamburg-Lübeck region in the years 1851 to 1937 , Lübeck 2006, ISBN 3-7950-0483-7
  • Gerd Wolff: Deutsche Klein- und Privatbahnen, Volume 12: Schleswig-Holstein 1 (eastern part) EK-Verlag, Freiburg 2010, ISBN 978-3-88255-671-1 (complete revision)

Web links

Commons : Lübeck-Büchener Eisenbahn  - Collection of images, videos and audio files

Individual evidence

  1. Info 8 in the special exhibition (2018/2019): 875 years - Lübeck tells us something in the St. Annen Museum Quarter .
  2. ^ The small train from the Ratzeburg train station to the city of Ratzeburg. In: Vaterstadtische Blätter ; Vol. 1902, No. 23, edition of June 15, 1902, pp. 179–180.
  3. Secret building officer Brecht †. In: Vaterstädtische Blätter , year 1909, no. 46, issue of November 14, 1909, pp. 181-182.
  4. Lübeckische Blätter : Vol. 50, Issue No. 25 from June 21, 1908, Article: The new station - station square and access road.
  5. ^ Deutsche Reichsbahn-Gesellschaft (Ed.): Official Gazette of the Reichsbahndirektion Mainz of April 14, 1938, No. 19. Announcement No. 263, p. 110.
  6. The foundation of the memorial stone was supposed to symbolize the defiant tenacity with which the railway workers would have done their duty to the end during the World War.
  7. The memorial stone for civil servants and workers of the Lübeck-Büchener railway company who died in the war. , in: Vaterstädtische Blätter ; Vol. 1920/21, No. 13, edition of March 13, 1921, p. 51.