|Route number (DB) :||1210 (Elmshorn – Westerland)
1201 (Niebüll – border)
|Route number :||96 (DSB, border – Tønder)|
|Course book section (DB) :||103 (Elmshorn – Itzehoe)
130 (Elmshorn – Westerland)
|Route length:||DB: 207.0 km
DSB (border – Tønder) : 4.1 km
|Gauge :||1435 mm ( standard gauge )|
|Power system :||(Elmshorn-Itzehoe) 15 kV 16.7 Hz ~|
|Top speed:||140 km / h|
|Dual track :||Morsum - Klanxbüll
Niebüll - Bredstedt
Hattstedt - Husum north
Husum - north of the Eider bridge
south of the Eider bridge - Elmshorn
The Marschbahn branches off in Elmshorn from the Hamburg-Altona-Kiel line , on which trains run to Flensburg . Together with the regional trains on the Hamburg – Elmshorn route (lines R61 to Itzehoe and R71 to Wrist in the HVV ) there is a very high volume of traffic. Impairments from the bottleneck south of Elmshorn therefore also affect operations on the Marschbahn.
From Elmshorn the Marschbahn route runs in an arc via Glückstadt to Itzehoe . This section first crosses the Kollmar Marsch and from Glückstadt the Kremper Marsch . After passing the Stör in Itzehoe , the route continues through the Wilstermarsch to the town of Wilster . The railway line swings north again and continues on towards the Hochdonn high bridge . After crossing this structure, the Dithmarscher Geest is reached at Burg .
On the Geestrücken, the march runs first in a westerly direction to St. Michaelisdonn , then in a northerly direction via Meldorf to Heide (Holst) . After crossing the Eider Bridge between the Lunden and Friedrichstadt stops , the North Friesland district is reached. The route continues through the Südermarsch to Husum train station . The route then runs via Bredstedt and Langenhorn to the station in the city of Niebüll and through the Wiedingharde to Klanxbüll , the last stop on the North Frisian mainland.
After crossing the Hindenburg dam , the northernmost of the North Frisian Islands , Sylt , is reached. The end point here is the train station in the Westerland district of the municipality of Sylt . Upstream train stations are located in the districts of Morsum and Keitum .
Special sections of the route
The marshland runs in several places on engineering structures that allow a delightful view of the nature and landscape of the marshes . The tracks on the 42 meter high Hochdonn high bridge cross the Kiel Canal with a total length of 2218 meters and a span of 143 meters directly above the watercourse. Here you can see - with appropriate weather - in a southerly direction as far as Brunsbüttel with its industrial plants.
The canal bridge was opened in 1920 to replace a swing bridge in Taterpfahl near Eddelak (for more details, see the history section ). Individual parts of the swing bridge mentioned were reused after dismantling in the bascule bridge at Lindaunis (see Lindaunis Bridge ).
The route between the Klanxbüll and Morsum stations has been running over the Hindenburg dam through the North Frisian mudflats since 1927 . The Hindenburgdamm block post is located on the embankment. In the past, its staff was removed from or taken on by scheduled trains when they were stopped. Since 1996 it has been operated with an automatic section block without staff.
Other bridge structures along the route with an extensive history are the Stör Bridge in Itzehoe, the Eider Bridge between Lunden and Friedrichstadt and the bascule bridge at the transition between the inner and outer ports in Husum.
The oldest bridge on the route over the Stör before Itzehoe was a swing bridge. It was replaced by a two-wing bascule bridge by the Deutsche Reichsbahn . To electrify the route, the bridge's folding mechanism had to be shut down by welding. Before that, it had to be ensured that the bridge no longer had to be opened for ships, for which purpose the turning basin for cargo ships was relocated to the west side of the bridge. Today's concrete bridge at the same location could only be completed at the beginning of 2012.
On a single-wing bascule bridge north of Husum train station , the Marschbahn crosses the Husumer Au , which at this point has been converted into port facilities on both sides. This bridge, built in 1991, replaced a double-track bascule bridge originally built in 1910, which was reduced to one track in 1963. Before 1910 there was also a single-track swing bridge here.
Today's branch line Wilster - Brunsbüttel (Koog) consists largely of the original course of the march railway line. From May 1, 1893, Brunsbüttelkoog was connected via a branch line from Sankt Margarethen . These two sections later became the southern branch line to Brunsbüttel. Today it connects the industrial areas there. Until May 27, 1988, this route was also used for passenger traffic, since then only for freight traffic .
The laying of the march line was necessary in order to be able to continue crossing the Kiel Canal even after it was widened. This measure was originally planned for 1914, but has been delayed. The swing bridge at Taterpfahl, which was in operation until 1920, was one of the bottlenecks for the expansion. It was replaced by the Hochdonn high bridge. In order to be able to develop this high bridge, kilometer-long ramps had to be built, which led to the laying of the route between the stations in Wilster and Sankt Michaelisdonn.
The railway line Sankt Michaelisdonn - Brunsbüttel Nord also consists of the remainder of the march line west of the Kiel Canal that remained in 1920, which was created through the construction of the Hochdonn high bridge. Here the German Federal Railroad stopped passenger traffic in 1969. On this branch only goods traffic to the connection of the company Sasol in Brunsbüttel takes place.
The Heide - Büsum railway consists of the Heide - Weddinghusen section of the first railway in Heide, originally built from Heide to the Eiderufer across from Tönning, and its continuation to Büsum, which has heavy passenger traffic.
The continuation of the Niebüll - Bramming march track was built in 1887 as the original march track and lost its importance in 1920 when it was ceded to Denmark after the referendum . The branch between Niebüll via Tondern to Esbjerg is now operated as a branch line.
Out of service
The Itzehoe – Wrist railway line has been dismantled on the Itzehoe side. Since the end of 2011 the state of Schleswig-Holstein has been aiming to reactivate the Wrist – Kellinghusen section. On April 11, 2012, the Ministry of Transport in Kiel announced that from 2014 the Hamburg – Elmshorn – Wrist regional train would continue to Kellinghusen. The operation of the line should be carried out by the nordbahn railway company . As of the beginning of 2017, the railway line is still not in operation, but the financing is secured.
The St. Michaelisdonn – Friedrichskoog railway line has been dismantled from Marne . The remaining distance between St Michaelisdonn and Marne can with Handcars be traveled.
The Lindholm – Flensburg railway line has been closed since 1981, but its partial reactivation is discussed again and again.
Reduced side routes
- The Elmshorn harbor railway , which branched off to the south behind the northern end of the platforms with the branches to Westerland and Kiel from the track leading directly to the march railway and swiveled to the west behind the bridge over the Krückau , was abandoned at the end of the 1980s and dismantled in 2003.
- The dead straight route of the dismantled Heide – Karolinenkoog railway line can still be followed from passing trains from Wittenwurth. From north of the “ Weißes Moor ” rest area to shortly after Hemmerwurth , federal road 5 runs along the former route.
- The track of the Husum – Schwabstedt – Erfde – Rendsburg line is still just before the city limits of Husum; it is occasionally used as a siding .
- Husum – Löwenstedt – Flensburg route
- From the Bredstedt – Löwenstedt railway line, you can see the water tower built for this route in Bredstedt .
Most of the route is double-track . There are single-track sections in the area of the Eider Bridge near Friedrichstadt and between the stations Husum and Husum Nord, Hattstedt and Bredstedt , Niebüll and Klanxbüll , and finally between Morsum and Westerland .
The march line was expanded for higher speeds as early as the 1950s and 1960s by means of laborious and cross-free threading of the Heide – Büsum railway from Heide, replacement of the Eider Bridge in front of Friedrichstadt with a new swing bridge and, in some cases, double-track expansion of the line to Westerland .
The Marschbahn has been electrified on the Elmshorn – Itzehoe section since 1998 . For the Intercity so that a change of locomotives in trains is the direction Westerland Itzehoe necessary where on double covering with diesel locomotives of the class 218 is changed. In the case of EuroCity trains, this locomotive change took place in Hamburg Hbf .
The branch to Tondern was expanded in 2007 for speeds of 80 km / h. This shortened the travel time on this section of the march railway by around ten minutes. Schleswig-Holstein's Transport Minister Dietrich Austermann announced the expansion of the section between Niebüll and Klanxbüll for 2007. Since then, only preparatory measures have been seen.
The 2030 Federal Transport Infrastructure Plan envisages the electrification of the Itzehoe – Wilster section (and on to Brunsbüttel) and the double-track expansion of the Niebüll – Klanxbüll and Tinnum – Morsum sections.
Until the First World War
Today's Marschbahn was initiated by the Glückstadt-Elmshorner Eisenbahn-Gesellschaft , which opened a railway line from Elmshorn to Glückstadt on July 20, 1845 shortly after the Altona – Kiel (AKE) line went into operation on September 18, 1844 . In 1863 the company took over the management previously assigned to AKE.
On August 6, 1857, the continuation of the march to Itzehoe was ceremoniously put into operation. The company finally paid a dividend. In 1878 Heide was reached in the station on the Heide – Karolinenkoog railway line .
On January 1, 1879, the Glückstadt-Elmshorner Railway Company became the Holsteinische Marschbahn-Gesellschaft and in 1888 it was transferred to the Schleswig-Holsteinische Marschbahn-Gesellschaft . Elmshorn became the first railway junction in the duchies. On July 1, 1890, the company's tangible assets became the property of the Prussian state and, together with the Altona-Kieler Eisenbahn, were managed by the Altona Railway Directorate .
In 1886 the construction of the march line began. The Lunden train station was opened on September 1st, the Eider Bridge near Friedrichstadt was built in the same year and a connection to the Flensburg – Husum – Tönning railway line was created in Husum. In 1887, for example, the line from Itzehoe to Husum was extended and from there expanded further north, on October 17, 1887 to Bredstedt, and on November 15, 1887 to Niebüll. From 1887, the march railway from Niebüll could be used further north to Tondern . There were connecting railways to Tingleff and Hoyerschleuse , the latter with a ferry connection to Sylt . Likewise were Bredebro (with connections to Lügumkloster and from 1901 indirectly through Apenrader orbit Aabenraa ) Scherrebek (with connections of Haderslebener circular path ), Ripen to Bramming connected, where the track following the Danish main railway network got.
With industrialization, the route gained increasing importance for the transport of agricultural products to the industrial regions with a focus on Hamburg. Loading systems for live cattle were built at all of the larger train stations, the largest in Husum, near the cattle market at Nordbahnhof, which received large cattle loading systems around 1900. Since the advent of bathing tourism at the end of the 19th century, passenger traffic to the North Sea baths has been particularly pronounced in summer.
After the First World War
When the border was drawn between Niebüll and Tondern in 1920, traffic to Sylt decreased. The way there, crossing the German-Danish border twice, had become cumbersome, although the Danish authorities allowed sealed transit trains . This made it possible to dispense with customs checks on travelers. After the inauguration of the Hindenburg dam in 1927, the transit trains and the Hoyerschleuse – Sylt ferry stopped operating.
Originally the march run from Wilster directly to Sankt Michaelisdonn . During the construction of the Kiel Canal, this stretch south of the Averlak - Kudensee line was given a swing bridge at Taterpfahl (coordinates: ). This was replaced when the canal was widened in 1920 by the Hochdonn high bridge . The route was relocated because the load-bearing capacity of the marshland is less than that of the Geest. Because the Geest is higher, less material was needed for the ramps. For the conversion with a high bridge, the direct line from Itzehoe to Meldorf was planned. After protests from Wilster and Sankt Michaelisdonn, today's route was established, which is 5.8 kilometers longer than the original. In 1981, the misalignment was eliminated during a new measurement and the memorial stone erected in Wilster was brought to the museum.
In 1893, the old route had a branch south of the canal from Sankt Margarethen to Brunsbüttelkoog, with which it was merged from Wilster, and on the north side it was converted by Eddelak to Brunsbüttel Nord. Only the section from Landscheide station to Blangenmoor, now part of Brunsbüttel, was dismantled . In addition, part of the northern line was operated separately together with the secondary line Sankt Michaelisdonn - Marne - Friedrichskoog , which was completed in 1881 (see under "Branch lines"). This was initially only built for freight traffic , specifically for the transport of sugar beets , and was only later released for passenger traffic.
On October 9, 1922, the track from Niebüll to Klanxbüll was completed so that materials for the construction of the Hindenburg dam could be used.
After the construction of the Hindenburg dam
Radical changes occurred on June 1, 1927 with the opening of Hindenburgdamm . Westerland received a new station for the Deutsche Reichsbahn . The Sylt Inselbahn lost its traffic from Munkmarsch to Westerland because the traffic to Sylt no longer took place by ferry from Hoyer-Schleuse to Munkmarsch, but led over the Hindenburgdamm. The Island Railway built its own, simple before Reichsbahnhof reception building .
The single-track route Niebüll – Tondern was downgraded to a branch line . The trains running from Hamburg to Tønder were given a route to Westerland. The trains on the Flensburg – Niebüll route were tied to Süderlügum as an alternative .
At the time of the Federal Railroad
After the Second World War , many and long express trains were run to Westerland (Sylt) , especially in the summer season . Children's recreation homes on Sylt and other North Frisian islands ensured traffic, especially from Berlin and the Ruhr area . Most of the trains went beyond Hamburg in the direction of Cologne via the Ruhr area, some went as far as southern Germany. A pair of interzone trains ran daily to and from Berlin, which was reinforced by another pair of trains on weekends during the summer season. These express trains usually stopped at smaller stations such as Elmshorn , Glückstadt and Friedrichstadt .
From 1950 the transport of motor vehicles over the Hindenburgdamm with 20,000 vehicles per day became more and more extensive, so that in 1959 a siding 700 meters in length was built on the dam at the “Hindenburg” block. In 1972 further diversions followed at Emmelsbüll and Morsum.
Until the 1970s, the DB used powerful steam locomotives of the 01.10 series for its trains , which were based in the depot at Hamburg-Altona station. These were replaced by class 218 diesel locomotives , which often ran in double traction to provide the electrical power to supply the air conditioning systems.
While the usual DB wagons were used in the express trains, prewar express train wagons from administrative groups 30 and 36 were often seen on the express and local trains . Center entry coaches were also common in the trains. With their retirement, the usual n-type cars ("Silberlinge") were used here.
A significant revaluation of the Marschbahn brought the summer timetable 1978. Some features of the introduced this year between Cologne and Hamburg Intercity - hour clock (IC) with Erster- and Zweiter- class -vans were performed beyond Hamburg and Westerland (Sylt). They were classified as express trains north of Hamburg. A year later, IC connections from Westerland (Sylt) to Frankfurt am Main and Munich were added.
Cross-border to Tondern and on to Esbjerg , only a few passenger trains from individual through coaches on the Hamburg - Esbjerg route ran seasonally . In 1981 these trains were abandoned by the Federal Railroad. Until the reactivation in 2000, only a few special trains ran across borders between Niebüll and Tondern. From Niebüll to Süderlügum there was sporadic freight traffic during this time.
From 1961 only goods were transported on the St. Michaelisdonn - Marne - Friedrichskoog route. In the 1980s, the line was abandoned and dismantled from Marne.
Passenger traffic on the Wilster - Brunsbüttel branch line was stopped by the Deutsche Bundesbahn on May 27, 1988. Since then, the remaining tracks of the former passenger station have been used by Deutsche Bahn for freight transport. The stop on the Marschbahn in local passenger traffic, on the other hand, was relocated to a new track connection on the opposite side of the former station building on the northeastern outskirts.
Timetable since 1991
In 1991, the entire range of passenger services on the Marschbahn and throughout Schleswig-Holstein was changed. Two -hour trains were now offered that ran between Hamburg and Heide without stopping and even had fewer intermediate stops than IC trains. These “super express trains” were based on a market study which had shown that throughout the day in Hamburg, there was a steady flow of passengers from the IC network to the holiday and recreation areas on the North Sea. This customer segment, some of which used (transfer) stations such as Heide, Niebüll and Husum, should be offered travel times from Hamburg of less than two and a half hours. Compared to an expansion of the IC network, this solution had the advantage of being able to integrate the district traffic geared towards Hamburg into these trains. Local trains that stopped at all stations took over the traffic to Husum every hour. In the rush hour , additional local trains on the Hamburg– or Pinneberg – Itzehoe route increased the offer.
A little later, the IC trains were run every two hours on the Marschbahn, which was thus served every hour by the aforementioned trains of the fast long-distance and district traffic.
The section from Hamburg to Itzehoe was electrified in 1998. From then on, regional trains ran every hour between Hamburg or Pinneberg and Itzehoe . These trains ran with n-car sets in mint green or traffic red and were mostly hauled by class 141 electric locomotives, since they were shut down and decommissioned with class 143 locomotives . The trains from Hamburg to Husum, also known as regional trains, left out a few smaller stations south of Itzehoe. Despite the now existing overhead line , these trains initially ran with class 218 diesel locomotives , mostly in double traction . But at the intervention of the state of Schleswig-Holstein, which had taken over a large portion of the electrification costs, these trains were mostly run by class 110 electric locomotives as far as Itzehoe , and from there by diesel locomotives.
After a nationwide market adjustment in long-distance transport had been carried out in 2002 , DB Fernverkehr reduced its IC offer on the march railway . The earlier "super express trains" now ran as regional express and received a few more stops. They ran for this every hour, except when there was an IC train in the same timetable. There are now four pairs of trains running on the Marschbahn. The IC operate from / to Frankfurt am Main (via Cologne) “Deichgraf”, Stuttgart (via Cologne) “Nordfriesland”, Karlsruhe (via Hanover) “Wattenmeer” and Dresden (via Berlin) “Uthlande”.
Since the end of 2013, state and local politics as well as the economy on the west coast have been calling for the electrification of the section between Itzehoe and Westerland , which was previously operated by diesel locomotives. It is also argued with the improved transport connections to the holiday region of North Friesland, v. a. the island of Sylt , to major German cities and metropolitan areas. However , this project was not included in the Federal Transport Infrastructure Plan 2030 , which was reissued in 2016 .
At the time of the NOB business
The operation of the regional traffic between Hamburg-Altona and Sylt was put out to tender again in 2002 by the state of Schleswig-Holstein and went to the Nord-Ostsee-Bahn (NOB), a subsidiary of Transdev , in 2003 for the period from December 11, 2005 for ten years . At the time, the contract was the largest order for the private railway company Connex (later Veolia) in Germany. The concept envisaged hourly trains with few stops between Hamburg and Husum, which were equipped with newly developed wagons ("married pair") from Bombardier and partially reinforced with Halberstadt wagons . There was also another hourly service of the RB 62 with Talent railcars between Itzehoe and Husum (later only between Itzehoe and Heide).
The surrounding traffic between Hamburg Central Station and Itzehoe remained unaffected by the tender for this transport service on the entire route . Here DB Regio continued to operate the RB 61 until the 2014/2015 timetable change in December 2014. On the basis of the tender won, this service has been provided by Nordbahn since then .
DB Regio Schleswig-Holstein since December 2016
Local rail passenger transport from Hamburg-Altona to Westerland was put out to tender again in late summer 2013 for the period from the 2016/2017 timetable onwards. Both the authority responsible for the tender, the Schleswig-Holstein local transport association , and the Pro Bahn passenger association , advocated the acceleration of some trains, e.g. B. in rush hour traffic and on weekends. This should lead to a shortening of the travel time (Hamburg – Westerland) from now just over three hours. In addition to the Nord-Ostsee-Bahn, Abellio and DB Regio also applied. The contract was awarded DB Regio Schleswig-Holstein .
Since December 2014 the line RB 61 Itzehoe – Hamburg Hbf (without stop in Hamburg-Altona) has been operated by nordbahn with electric Flirt multiple units every hour. During rush hour, there are additional wing trains on the RB 71 Wrist – Hamburg-Altona line between Itzehoe and Hamburg-Altona. The coupling and sharing takes place in Elmshorn.
Railway depot at the Marschbahn
Historically, the first depot was set up in the first Glückstadt train station and was used until 1863. It had a locomotive shed with two entrances, an investigation pit and a water crane and probably a fuel store. At the new station in 1863, when the Elmshorn-Glückstädter Gesellschaft took over management, its first own depot was built with a locomotive shed with three entrances, an examination pit, a water crane and storage facilities for all operating materials. It was given up in 1887 and its function was taken over by the Itzehoe depot .
In 1887 the Tondern depot was built on the Marschbahn. It is now preserved as a museum, but in poor condition.
The long-distance trains running on the Marschbahn were hauled by the Hamburg-Altona depot until the end of the steam traction , whose last known service on the Marschbahn was provided by class 012 locomotives of the Deutsche Bundesbahn. Diesel locomotives from the plants in Flensburg, Lübeck and Hamburg-Altona replaced the steam locomotives. Other depots in Itzehoe, Heide and Husum served local and freight trains.
The Niebüll depot remains for the SyltShuttle , which replaced the Husum depot as the parent depot after this workshop was taken over by the then Eisenbahnwerkstatt-Gesellschaft mbH (EWG). The Heide depot gained its importance through the stationing of battery-powered vehicles of the 515 series . After the last railcars left this plant in 1988, it was shut down. The once important Itzehoe depot for steam locomotives has been replaced by a filling station for DB diesel locomotives. Only the investigation pit is still in operation.
Today's operation on the Marschbahn
All forms of rail transport are carried out on the Marschbahn, some with a geographical focus. Local rail transport is the backbone of this .
The total passenger volume amounts to around five million travelers annually. This is due to the commuter traffic to the Hamburg metropolitan area and to the island of Sylt in the North Friesland area, as well as to long-distance traffic to the North Sea baths, the North Frisian Islands and the Halligen .
The travel time for the entire Hamburg – Westerland route is around three hours.
Since 2010, the section from Niebüll to Westerland has been considered an "overloaded rail line".
Since the 2016/2017 timetable change in December 2016, this operation has been carried out on the entire route between the Hamburg-Altona and Westerland stations with continuous connections by DB Regio (formerly Regionalbahn Schleswig-Holstein ). The regional express trains of the subsidiary of Deutsche Bahn run between the stations Heide (Holst) and Itzehoe without stopping .
Therefore, the trains on this section of the route will be reinforced by regional trains on the RB 62 Itzehoe – Heide (Holst) line, which stop at all stations in between. As part of the district traffic from Hamburg, the range of services is reinforced by the RB 61 Hamburg – Itzehoe line. This runs - starting from Hamburg Hauptbahnhof - on the march train to Itzehoe station . This operation was already assigned to Nordbahn for the 2014/2015 timetable change in December 2014 .
It is planned to build a breakpoint in Vaale if necessary .
In long- distance passenger rail transport , Deutsche Bahn operates the route several times a day with intercity trains that do not stop at Hamburg-Altona, but instead provide continuous connections to the Ruhr area via Hamburg Dammtor and Hamburg Hauptbahnhof - then via Cologne to Frankfurt , to Hanover and in the direction of Berlin - Dresden . In addition, these trains run through coaches to and from Dagebüll from April to October , which are shunted in Niebüll.
Freight traffic is particularly significant in the southern section of the march line around the Itzehoe junction. From Brunsbüttel , mainly chemicals and hard coal are transported in the direction of Hamburg, Kiel and Neumünster . In Hemmingstedt , south of Heide, the local oil refinery handles freight traffic. A cement works in Lägerdorf near Itzehoe is regularly served by rail. Freight trains to Westerland run on the northern part of the Marschbahn. The main operators are DB Cargo Deutschland , OHE and CFL Cargo Deutschland (ex- neg ). The diesel locomotives of the class 295 , which had been used in freight train service from Itzehoe for many years , were replaced by the Voith Gravita 10 BB, which is operated by Deutsche Bahn under the class 261 - not to be confused with the class 261 of the Deutsche Bundesbahn . Freight trains are driven south of Itzehoe with electric locomotives of different series as well as with other diesel locomotives from different operators.
Freight transport also includes the most profitable segment of long- distance transport, car loading from Niebüll to Westerland - the SyltShuttle of Deutsche Bahn or the RDC Autozug Sylt . The DB car trains have to be hauled by two class 218 locomotives due to the high wind resistance of the double-decker cars .
Niebüll – Tondern route
The Niebüll – Tondern section was completed in 1887. From 1892, the kilometer was set from Elmshorn to Hoyer lock (see Tønder – Højer Sluse railway ). The line was no longer used by Deutsche Bahn from June 1, 1980 for passenger traffic and from August 15, 1999 for freight traffic - at last, freight trains were still running to Süderlügum . In 2000, the then Nordfriesische Verkehrsbetriebe AG (NVAG), together with the organizers of the “Challenge Day” , invited representatives from politics and business to take a test drive from Niebüll to Tondern. The reactivation of the connection was then discussed. From 2001, the NVAG operated the route in two-hour regular operation. After extensive renovation work on the Danish side, the line was operated all year round with an NE 81 from the Nord-Ostsee-Bahn , which had taken over the line rights from the now insolvent NVAG. The northern section from Tønder to Bramming is now operated as a branch line. The trains run continuously via Bramming to Esbjerg . Arriva Danmark has been serving the southern section beyond Tønder to Niebüll since December 12, 2010 . Thus there is a continuous connection between Niebüll and Esbjerg. The free transport of severely disabled people also applies between Niebüll and Tønder. The same applies to the Schleswig-Holstein ticket .
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- Sylt - with IC trains almost to the beach
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