North-South long-distance railway
The north-south long-distance railway , also known as the north-south connection , is a four-track main line in Berlin . The electrified route, which was opened in 2006, is a central component of the " mushroom concept " adopted by Deutsche Bahn in 1992 for long-distance and regional transport in the federal capital .
The centerpiece is the 3.5 kilometer long north-south long-distance railway tunnel from Moabit in the northern area of Berlin Central Station to the Park am Gleisdreieck in Kreuzberg . The lower part of the main train station and the Potsdamer Platz stop are located in the tunnel . The Südkreuz station is located above ground in the southern part of the route .
Route
General
The north-south long-distance line connects the northern part of the Berlin Ringbahn on four tracks via the main train station and Potsdamer Platz with the Schöneberg station Südkreuz on the Anhalter- and Dresdener Bahn . To the north-west of the main train station, the route running parallel to Lehrter Strasse splits into two double-track routes that lead to the ring line to the east and west. The north-south long-distance railway tunnel and the north-eastern circular railway connection towards Wedding are new buildings. The north-western ring railway connection to Moabit is based on the course of the Lehrter Bahn , the southern above-ground section is on the route of the former Anhalter Bahn .
The design speed was specified in 2006 with 140 km / h, the minimum track spacing with 4.0 meters. The course of the gradient is characterized by numerous crossings below and under and has gradients of up to 25 per thousand, with isolated peaks of up to 31.056 per thousand. The maximum permissible speed in operation is now 120 km / h.
Operational names
The 9.053 km long connecting the northeastern end point, the branching point Berlin-Wedding Abzw on the ring road, to the southern endpoint Berlin Südkreuz south end , the southernmost station Part of the station Berlin Südkreuz , has the VzG route number 6171 The third and fourth track from Berlin Hauptbahnhof to Berlin Südkreuz Südende has the route number 6134. The north-western connection to the ring begins at Berlin-Moabit station, which is only used for goods traffic and operational purposes . It is part of the construction project, but in terms of the route it is viewed as part of the Lehrter Bahn (route number 6107).
The operational abbreviations of the train stations along the route Berlin Hauptbahnhof (also known internally as Berlin Hauptbahnhof - Lehrter Bahnhof ) and Berlin Südkreuz are BL and BPAF . The abbreviations refer to the old names of the train stations, Lehrter Bahnhof and Papestrasse .
Northern part
.jpg)
From the east the route at the branching point threaded Berlin-Wedding Abzw from the remote tracks of the circular railway level free from the southwest, crossing first the southern remote track of the ring road. On the so-called " Überflieger ", a 570 meter long and up to twelve meter high bridge, it crosses the Berlin-Spandau shipping canal , Perleberger Strasse , the old tracks connecting the former Spreeufer freight station on Moabiter Werder and the Hamburg transshipment station , which was closed in 2003 and Lehrter Bahnhof (HuL) on Heidestrasse, as well as part of the new course of the Lehrter Bahn. The “high-flyer” had to be designed particularly high because Perleberger Straße itself crosses the Lehrter Bahn. The line then descends again to the south and joins the tracks of the Lehrter Bahn in front of the entrance to the tunnel. The northern tunnel ramp has a gradient of 25 per thousand .
tunnel
The eight-track lower section of the Berlin Central Station is located just behind the mouth of the tunnel. The Spree is crossed south of the station . The tunnel route turns to the southeast to the Potsdamer Platz stop and then back to the south. It crosses under the Landwehr Canal and comes to the surface again in the area of the Gleisdreieck underground station on a ramp with a 30 per mil gradient. A slab track is installed in the tunnel and on the tunnel ramps .
Southern part
East of the tunnel exit is the site of the no longer used Anhalter Güterbahnhof with the park at Gleisdreieck , which the railway line divides into the Ostpark and the Westpark. In the area of the Yorckbrücken it leads between the overpass structures of the S-Bahn to the west and the no longer used freight railway bridges over Yorckstrasse . Further south, the long-distance railway runs on the Anhalter Bahn (Berlin - Halle ) route parallel to the S-Bahn ( Anhalter Vorortbahn ). The lower part of the Berlin Südkreuz station consists of an S-Bahn platform and three long-distance platforms, above which is the S-Bahn platform of the Ringbahn. Behind the Südkreuz station, the line crosses the extensive area of the former Tempelhof marshalling yard . The former long-distance tracks of the Anhalter Bahn continued to the west next to the S-Bahn tracks in what is now the Südgelände Nature Park .
The end of the line is Berlin Südkreuz Südende , junction and station section at the southern head of Berlin Südkreuz station , more than a kilometer south of the platform area. The route then merges into the Anhalter Bahn. In this area, the level-free extension of the not yet completed Dresden railway has been prepared. Furthermore, there is a connection in this area to a freight track leading from the Ringbahn to Marienfelde.
history
In an east-west direction, it has been possible to cross the central area of Berlin using the Berlin light rail system since 1882 . Plans from the beginning of the 20th century for a comparable concept in north-south direction were not implemented. The north-south tunnel through the city center that was built in the 1930s is only used for S-Bahn traffic.
With German reunification in 1990, a north-south connection for long-distance traffic through Berlin was discussed again. The reason was that on the one hand the existing light rail meant a detour for many connections, on the other hand it was expected that it would soon reach its capacity limits. Among the various variants discussed, the mushroom concept finally prevailed, which provided for a partially underground north-south connection that crossed the light rail in the area of the Lehrter station.
In April 1992 the mushroom concept was included in the Federal Transport Infrastructure Plan. The centerpiece should be a good eight kilometers long new line through the city with an approximately 3.5 kilometers long tunnel. Construction began on October 13, 1995. In 2001, work began on converting the Papestrasse S-Bahn station into the new Berlin Südkreuz long-distance train station. From 2002 the above-ground southern section of the line was built.
On July 9, 1997, water ingress occurred during tunnel work near the Landwehr Canal. The construction work had to be suspended for several months until the question of guilt was clarified. In mid-1999, the line was expected to be completed in 2004.
After further delays, the inauguration of the line, tunnel and central station finally took place on May 27, 2006, and the scheduled operation began one day later, just in time for the soccer World Cup at the time , which was being held in Germany.
Compared to the original plans, the scope of the project has been significantly reduced. A connection to the main line in the direction of Potsdam was not built, only its connection in the southern part of the tunnel was structurally prepared. Likewise, the Dresden Railway has not yet been rebuilt in Berlin. The Berlin Südkreuz station was initially only opened with two of the three long-distance platforms. The third platform was only connected to the network at the end of 2007 in order to have additional capacities available in the event of a fault.
On November 11, 2019, the route between Berlin-Wedding Abzw. And Berlin Südkreuz was declared a congested rail route .
costs
The costs for the north-south connection project, which in addition to the north-south long-distance line also includes the main station, Potsdamer Platz station, Südkreuz station, a section of the B 96n (with a three-kilometer tunnel) and a two-kilometer long one The section of the U5 underground line was given in 1994 at over four billion marks. A first partial financing agreement between the federal government and DB was concluded in October 1995. It comprised the north-south mainline tunnel. A final financing agreement for the overall project was concluded on August 26, 1997. It envisaged total costs of 2.036 billion euros, of which 1.728 billion went to railways and were thus financed by the federal government (eligible costs). A special feature of the agreement was the contribution of 500 million marks that was earmarked for Deutsche Bahn. The federal government ultimately accounted for 1.472 billion euros, of which 1.280 billion euros were construction costs and 192 million euros were planning costs. Half of the investments were formally used for local transport. The European Union contributed around 75 million euros from 1998 (as of 2006).
Up to 2006 the eligible costs were 1.645 billion euros, of which 1.419 billion euros were borne by the federal government. By the time the project was completed, construction costs to be borne by the federal government were expected to be 1.495 billion euros, 17 percent above the initially estimated construction costs (1.280 billion euros).
traffic
The route is used exclusively for passenger traffic, freight traffic is not permitted. The access conditions also provide for a closed toilet system, eddy current brakes may not be used. The use of diesel vehicles is only permitted in emergencies (towing a wrecked train).
The train service has not changed significantly between the opening of the line in 2006 and 2016, apart from the fact that the ICE line Hamburg - Leipzig - Munich has mostly been divided in Berlin since 2008 and so instead of a continuous train, a Hamburg - Südkreuz and one train Train Gesundbrunnen - Munich drive along the route. Since 2016, the ICE trains on line 15 from Frankfurt am Main to Berlin have been added, which are run on the newly opened Erfurt – Halle high-speed line.
The following table shows the lines of long-distance and regional traffic that run on the north-south long-distance railway (status: 2015): Trains via Berlin-Spandau use the new Lehrter Bahn until the two lines merge at the north head of the main station, trains from and over Berlin-Gesundbrunnen travel from the junction in Berlin-Wedding on the north-south long-distance railway. All trains go via Berlin Hauptbahnhof, almost all of them continue to Berlin Südkreuz.
| line | Train run | Tact |
|---|---|---|
| ICE 11 | Munich - Stuttgart - Mannheim - Frankfurt (Main) - Fulda - Eisenach - Erfurt - Leipzig - Lutherstadt Wittenberg - Berlin | 120 min |
| ICE 15 | Berlin - Halle - Erfurt - Frankfurt (Main) | 120 min (sprinter) |
| ICE 18 | Munich - Nuremberg - Erfurt - Halle (Saale) - Bitterfeld - Berlin - Hamburg-Altona | 120 min |
| ICE 28 | Munich - Nuremberg - Erfurt - Leipzig - Lutherstadt Wittenberg - Berlin - Hamburg Hbf - Hamburg-Altona | 120 min |
| ICE 29 | Munich - Nuremberg - Erfurt - Halle (Saale) - Berlin | 5 pairs of trains (Sprinter) |
| ICE 91 | ( Rostock -) Berlin - Halle - Erfurt - Nuremberg - Passau - Linz - Vienna | a pair of trains a day |
| EC 27 | Hamburg - - Berlin - Dresden - Prague (- Vienna / Budapest ) | approx. 120 min |
| IC 51 | Binz - Berlin - Halle - Erfurt (- Ruhr area) | individual trains |
| RE3 | Stralsund / Schwedt - Berlin-Gesundbrunnen - Berlin Südkreuz - Jüterbog - Falkenberg / Elster / Lutherstadt Wittenberg | 60 min |
| RE4 | Rathenow - Berlin - Ludwigsfelde (- Jüterbog ) | 60 min |
| RE5 | Rostock / Stralsund - Neustrelitz - Berlin - Wünsdorf-Waldstadt (- Elsterwerda ) | 60 min |
| RB10 | Nauen - Berlin Südkreuz | 60 min |
There are also a number of individual trains. A number of IC amplifier trains to Hanover - Cologne and Braunschweig - Frankfurt am Main use the route. Most ICE and IC trains in the direction of Braunschweig - Frankfurt, on the other hand, use the Berlin Stadtbahn . In view of the comparatively low utilization of the four-track line, Deutsche Bahn was considering sending these ICE lines or a part of them via the north-south long-distance line to Südkreuz. Initially, it was planned to run the ICE from Frankfurt to Südkreuz. These plans came to nothing, however, because there were no inexpensive alternatives for maintaining the trains in the Rummelsburg plant, which was easily accessible via the tram . Since the end of 2015, the ICE line 10 from Cologne to Berlin no longer runs on the Berlin light rail, but from Berlin-Spandau to the lower part of the main station. The majority of these trains continue on the northern part of the north-south long-distance railway to Berlin-Gesundbrunnen.
In view of the lack of a S-Bahn connection to Berlin Central Station in the north-south direction, there were considerations to use the free capacities of the north-south long-distance line as a replacement for the S-Bahn. At times, such trains were introduced during the 2006 World Cup (under the designation S21 ) and during the traffic restrictions on the Berlin S-Bahn in summer 2009. Considerations of permanently introducing such an operation and also to connect the surrounding area under the name SX-Bahn were not pursued further by the authorities, as a. not enough train paths are available and the claimed cost-neutrality is also not given. Instead, a new S-Bahn tunnel is to connect the northern ring line with the main station from 2019 and later continue to Potsdamer Platz. Preliminary work for this was already provided during the construction of the main station, and the route was also kept free.
Web links
- Location, course, operating points as well as some signals and permissible speeds on the OpenRailwayMap
- North-south connection on railway lines in the south of Berlin
- North-South long-distance railway at Berliner Bahnen
Individual evidence
- ↑ a b Hartmut Freystein, Markus Köppel, Dirk Behrends: EC examination of the north-south connection and in the Berlin node . In: Railway metropolis Berlin: The new north-south connection . Eurailpress, Hamburg 2006, ISBN 3-7771-0349-7 , pp. 160-171 .
- ^ DB Netz, train path price calculator
- ↑ Berlin hub. Lehrter station . DB Projekt Verkehrsbau , 24-page brochure from August 2002, p. 18.
- ↑ Federal Transport Infrastructure Plan 1992 . Federal Ministry of Transport, p. 21.
- ↑ Facts & Figures . In: Berliner Zeitung , July 5, 1995.
- ↑ Start of construction for the Tiergarten tunnel postponed . In: Berliner Zeitung , September 8, 1995.
- ↑ Delays in Berlin . In: Eisenbahn-Revue International . Issue 9, 1999, ISSN 1421-2811 , pp. 339 .
- ↑ Overloaded railways 2019. In: fahrweg.dbnetze.com. DB Netz AG, November 2019, accessed on December 8, 2019 .
- ↑ a b Jens Böhlke, Peter Schäfer: Core tasks of the Federal Railway Office using the example of the Berlin railway junction . In: Railway metropolis Berlin: The new north-south connection . Eurailpress, Hamburg 2006, ISBN 3-7771-0349-7 , pp. 148-158 .
- ↑ Cologne Administrative Court, 18 L 1878/06 DB Infrastruktur Netz, 2007. Rail network conditions of use 2015 ( Memento of the original from October 22, 2015 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ The electronic course book of Deutsche Bahn AG
- ↑ Berlin is not Hamburg - and certainly not the Ruhr area . In: Berliner Zeitung , August 27, 2005.
- ↑ Express S-Bahn to the surrounding area . In: Der Tagesspiegel , November 26, 2004.
- ↑ [1]
- ↑ Senate wants to build a new S-Bahn line to the main station . In: Der Tagesspiegel , November 26, 2004.
Map with all coordinates: