The Hamburg S-Bahn is a rail system for local passenger transport in the greater Hamburg area . Together with the subway , the A-Bahn lines of the AKN and the regional transport trains (RB / RE), it is part of the range of rail-based local transport in the Hanseatic city and its surrounding area.
It has been operated as an electric city express train under the direction of the respective state railway since 1907 and carried a total of 277 million passengers in 2016. The current operator is S-Bahn Hamburg GmbH , a subsidiary of Deutsche Bahn AG . Its predecessor, the Deutsche Bundesbahn, was a founding member of the Hamburg Transport Association (HVV) in 1965 .
Similar to Berlin , Munich , Cologne or Frankfurt , the S-Bahn in Hamburg is an important carrier of local public transport thanks to its high frequency and the good development of the urban area. In contrast to Munich, for example, it has so far been of little importance for regional traffic, as the S-Bahn network is mainly located in the Hamburg city area and only the south-western branch of the S3 line extends further into the surrounding area, even inner-city there are mainly in the north Directions large gaps. However, there are plans for extensive network expansions, particularly in the northern region, some of which should be implemented by the mid-2020s and which will significantly strengthen the role of the S-Bahn in regional transport.
The Hamburg S-Bahn is the only rapid transit railway in Germany to use both direct voltage (1200 V ), which is taken from a power rail attached to the side of the track , and - on the S3 external line to Stade - alternating voltage (15 kV, 16, 7 Hz), which is obtained via conventional overhead lines . The Hamburg S-Bahn network is standard-gauge throughout .
Network and operation
The route network of the Hamburg S-Bahn has a length of around 144.4 km (exact route lengths see below) and comprises 68 stations and stops. It consists of two trunk lines running in an east-west direction - the northern connecting line and the southern City-S-Bahn - with two branches in the west and three in the east. The main lines are connected to each other at the Altona train station and the main train station . About 113.4 km of the network are electrified with busbars for direct current operation and separated from other rail traffic. The approximately 30.5 km long section between Neugraben , Buxtehude and Stade is operated in mixed operation with regional and freight traffic and is operated with alternating current via the mainline overhead line. Within the direct current network, around 12.5 km are laid out as tunnels, 8.8 km are single-track. There are no tunnel sections in the long-distance railway network that is also used, and apart from the single-track platforms in Buxtehude and Stade, there are no single-track sections.
The route network of the Hamburg S-Bahn consists of the following routes and route sections:
|DB route||Route name||Length
|Route & Notes|
|1240||Connecting track||6.228 km||Altona - Holstenstraße - Sternschanze - Dammtor - Central Station|
|1241||Light rail||11.208 km||Central station - Hasselbrook - Barmbek - Ohlsdorf|
|1241||Alstertal Railway||5.888 km||Ohlsdorf - Poppenbüttel|
|1239||Airport S-Bahn||2,637 km||Ohlsdorf - Hamburg Airport (airport) (of which tunnel: 2.399 km)|
|1224||Altona-Blankeneser Bahn||8.544 km||Altona - Othmarschen - Blankenese|
|1226||Blankenese-Wedeler Bahn||9.043 km||Blankenese - Sülldorf - Wedel (single track: 6.348 km)|
|1244||Bergedorf S-Bahn||25.076 km||Main station - Rothenburgsort - Allermöhe - Bergedorf - Aumühle (of which single track: 2.415 km)|
|1225||Pinneberger S-Bahn||14.666 km||Holstenstraße - Eidelstedt - Elbgaustraße - Pinneberg|
|1270||City-S-Bahn||7.830 km||Main station - Jungfernstieg - Landungsbrücken - Altona - Diebsteich (of which tunnel: 5.817 km)|
|1271||Harburg S-Bahn||22.262 km||0.470 km||Main station - Wilhelmsburg - Harburg - Neugraben (of which tunnel: 4.249 km)|
|1720||Niederelbebahn||30.516 km||Neugraben - Buxtehude - Stade (shared long-distance railway line)|
|113.382 km||30.986 km||Total route length: 144.368 km|
Since 2004, individual courses on the A1 line of the AKN have been running on the connecting train to the main train station using the S-Bahn tracks. The AKN uses diesel-electric multiple units based on two- motor vehicles , the power of which is supplied in the S-Bahn network via power rails and on the non-electrified routes in the west of Hamburg and Schleswig-Holstein via diesel generators . In a certain way, the AKN anticipated the introduction of the two-system operation of the S-Bahn, which officially only took place on December 9, 2007 with the network expansion in the south-west of Hamburg to Buxtehude and Stade. However, with the planned expansion of the A1 route for S-Bahn operations, this mixed operation would be abandoned.
There are three main (S1, S21, S3) and three amplifier lines (S11, S2, S31). The lines with one-digit line designation use the inner-city tunnel route of the City-S-Bahn via Jungfernstieg , lines with two-digit line designation run via the connecting railway via Dammtor .
Until 2002, individual regional transport lines were also referred to as S-Bahn: the locomotive-hauled trains between the main train station and Ahrensburg ran as the S4 (now RB81 ), between Altona and Elmshorn as the S5 ( RB71 and RB61 ), and - before the extension of the electric S-Bahn to Aumühle 1969 - between Bergedorf and Friedrichsruh as S6 ( RE1 ). The name S3 was originally used for the regional trains between the main station and Maschen and Neugraben ( RE5 and RB31 ). After the opening of the Harburg S-Bahn in 1983/1984, like the trains to Hittfeld ( RB41 ), they were run as a line "to S3". Accordingly, the journeys between Aumühle and Friedrichsruh ran under the designation "to S21".
After the completion of the first section of the city tunnel from the main train station to the Landungsbrücken , this route was served by the S10 line, which ran from Ohlsdorf (in rush hour partly from / to Poppenbüttel ). In addition, during rush hour there were reinforcement trains on the Landungsbrücken - Bergedorf section , which were also designated as the S10. During this time, lines S1 and S2 continued to operate via Dammtor . With the completion of the city tunnel, the S10 line was discontinued and the S1 and S2 were relocated to the city tunnel, the connection via Dammtor was taken over by the newly established S11. This line order was changed again after the line to Harburg was put into operation , when the S2 in the City Tunnel was replaced by the S3 and operated under the new name S21 via Dammtor , initially to Pinneberg during rush hour . Since then, the term S2 has only been used for repeater trips during rush hour, initially without stopping between Rothenburgsort and Nettelnburg (later Allermöhe ). Likewise, the S11 became a pure amplifier line, regular operation on the connecting line was taken over by the newly created S31. On the train destination displays and the line numbers, which were placed behind the middle front window in the vehicles of the 470 and 471 series, there was also a line number S20, which was never used.
(Stations whose names are shown in bold in the table below offer options for turning a train.)
|line||Stops||from ... to||length||Travel time|
|Wedel - Rissen - Sülldorf - Iserbrook - Blankenese - Hochkamp - Klein Flottbek - Othmarschen - Bahrenfeld - ( under construction: Ottensen -) Altona - Königstraße - Reeperbahn - Landungsbrücken - Stadthausbrücke - Jungfernstieg - Central Station - Berliner Tor - Landwehr - Hasselbrook - Wandsbeker Chaussee - Friedrichsberg - Barmbek - Alte Wöhr - Rübenkamp - Ohlsdorf | - Hamburg Airport (airport) | - Kornweg (Klein Borstel) - Hoheneichen - Wellingsbüttel - Poppenbüttel||Wedel - Hamburg Airport (airport) / - Poppenbüttel||38.6 km / 41.8 km||64/72 min|
|Blankenese - Hochkamp - Klein Flottbek - Othmarschen - Bahrenfeld - ( under construction: Ottensen -) Altona - Holstenstraße - Sternschanze - Dammtor - Central Station - Berliner Tor - Landwehr - Hasselbrook - Wandsbeker Chaussee - Friedrichsberg - Barmbek - Alte Wöhr - Rübenkamp - Ohlsdorf - Kornweg (Klein Borstel) - Hoheneichen - Wellingsbüttel - Poppenbüttel||
Blankenese - Ohlsdorf
|32.9 km||55 min|
|Altona - Königstraße - Reeperbahn - Landungsbrücken - Stadthausbrücke - Jungfernstieg - Central Station - Berliner Tor - Rothenburgsort - Tiefstack - Billwerder-Moorfleet - Mittlerer Landweg - Allermöhe - Nettelnburg - Bergedorf||
Altona - Bergedorf
(only runs during rush hour)
|22.3 km||34 min|
|Elbgaustraße - Eidelstedt - Stellingen - Langenfelde - Diebsteich - Holstenstraße - Sternschanze - Dammtor - Central Station - Berliner Tor - Rothenburgsort - Tiefstack - Billwerder-Moorfleet - Mittlerer Landweg - Allermöhe - Nettelnburg - Bergedorf - Reinbek - Wohltorf - Aumühle||Elbgaustraße - Aumühle||35.8 km||50 min|
|Pinneberg - Thesdorf - Halstenbek - Krupunder - Elbgaustraße - Eidelstedt - Stellingen - Langenfelde - Diebsteich - Altona - Königstraße - Reeperbahn - Landungsbrücken - Stadthausbrücke - Jungfernstieg - Central Station - Hammerbrook - Elbbrücken - Veddel - Wilhelmsburg - Harburg - Harburg - Heimfeld - Neuenthal Town Hall - Heimfeld - Neuenthal - Fischbek - Neu Wulmstorf - Buxtehude - Neukloster - Horneburg - Dollern - Agathenburg - Stade||Pinneberg - Stade||75.3 km||100 min|
|Altona - Holstenstraße - Sternschanze - Dammtor - Central Station | - Hammerbrook - Elbbrücken - Veddel - Wilhelmsburg - Harburg - Harburg Town Hall - Heimfeld - Neuwiedenthal - Neugraben | - Berlin Gate||Altona - Berliner Tor / - Harburg Town Hall (- Neugraben)||28.6 km||13/26/36 min|
The Hamburg S-Bahn runs daily from around 4 a.m. to around 1 a.m. On the nights from Friday to Saturday as well as before Sundays and public holidays, as with the subway, continuous night traffic is offered on most routes in the Hamburg city area.
The S-Bahn trains run according to a regular schedule . The basic cycle on all lines is ten minutes during the day, twenty minutes in the early morning and twenty minutes at night. The main lines S1, S3, S21 and S31 run all day, the repeater lines S2 and S11 only in the rush hour in the morning and late afternoon. By bundling several lines on individual routes, in particular on the City-S-Bahn and on the connecting line, train routes are shorter in sections.
The outer branches from Blankenese to Wedel, from Bergedorf to Aumühle and from Neugraben to Buxtehude / Stade are sometimes served with longer intervals. Wedel is only approached every ten minutes during rush hour on weekdays, otherwise every twenty minutes, Aumühle almost exclusively every twenty minutes. Buxtehude is only served every ten minutes during rush hour, otherwise every twenty minutes during the day and every half hour on the weekend and on public holidays, Stade only every twenty minutes during rush hour, otherwise every hour during the day. At the weekend, the route to Pinneberg is also served with a thinner service: the S21 line only runs every twenty minutes to Elbgaustraße on Sundays and public holidays, all other journeys end at Sternschanze station. (During construction work there is sometimes a ten-minute cycle between Altona and Elbgaustraße and Sternschanze and Elbgaustraße. During the shutdown of the S31 on weekends, especially on Sundays, the ten-minute cycle on the S21 and the ten-minute cycle are maintained -Tact of the S3 is extended from Altona to Elbgaustraße.)
The Hamburg S-Bahn uses the PZB to control trains . On the lines operated with direct current, a variant I 60 and I 60 R, modified from the general DB system, is used. After a 1000 Hz influence, a speed of 65 km / h is monitored. Furthermore, restrictive monitoring ("alternating flashing") was dispensed with; The 500 Hz mode is only activated restrictively after a stop and during a 500 Hz influence (max. 20 km / h over a distance of 80 m). The speed monitoring during the 500 Hz monitoring is 42 km / h. The vehicle may not drive faster than 50 km / h with the 500 Hz influence. The same PZB operating program is used on the AC line as on the long-distance railway in the middle area (monitoring speed: 70 km / h). To do this, the driver has to switch between the S-Bahn-PZB and DB-PZB at the system change point in Neugraben.
Since November 2013, all traffic on the Hamburg S-Bahn has been monitored and controlled from the so-called Operations and Service Center (BSZ) in the Hammerbrook district , where the data from all trains in the entire network as well as the information and data from the stations and the emergency call and Information system converge. The tensile and area planning controls the current traffic and take the necessary measures in disorders. There are 17 local interlockings , including one mechanical , six electromechanical , eight relay and two electronic interlockings . There is also an emergency control center .
The Hamburg S-Bahn is operated by S-Bahn Hamburg GmbH , which was founded in 1997 as an independent subsidiary of Deutsche Bahn . The company employs around 900 people in the areas of driving service, maintenance, train handling and dispatching . Around 300 other employees are subcontracted in the areas of security and cleaning.
Until March 1, 2010, S-Bahn Hamburg GmbH and S-Bahn Berlin GmbH belonged to the DB Stadtverkehr division , since then both companies have been assigned to the DB Regio division, to which all other S-Bahn trains operated by DB are also subordinate. With the restructuring, the DB reacted to the safety deficiencies in the rolling stock of the Berlin S-Bahn that were discovered in 2009, which were not recognized during the standard inspections carried out by S-Bahn Berlin GmbH . With the reorganization, the safety and quality standards of the DB Regio were to be uniformly extended to all local rail transport offers of the DB, although no comparable deficiencies had occurred in the Hamburg S-Bahn.
Red or green S-Bahn sign
Until November 2007, the logo of the operating company was distinguished by a special color compared to the logos of the other S-Bahn trains in Germany; While the S-Bahn as a means of transport is also symbolized in Hamburg by a white “S” in a green circle, the company logo has a white “S” on a red background. The background to this design was the decision of the then newly founded S-Bahn Hamburg GmbH that the trains should have the classic "S" signet on the front side instead of the DB logo. Since it was feared that its usually green carrier surface would contrast too strongly with the traffic red paintwork of the vehicles, especially in a larger representation , the color of the logo was adjusted. However, the “S” signet on the front has meanwhile been replaced by the Deutsche Bahn logo, the “S” signet is only depicted relatively small on the side walls of the cars. As part of the standardization of the brand identity of the S-Bahn in Germany, all red signs were replaced by green ones between the end of 2007 and mid-2008.
The route network and the stops of the S-Bahn are owned by DB Netz AG as a railway infrastructure company . The S-Bahn Hamburg GmbH uses these systems as a railway company (TOC) for consideration. However, the infrastructure company in the field of the DC network as a special feature in the Hamburg network are central tasks agency agreements back to the S-Bahn Hamburg GmbH has been reassigned. This includes operational management, passenger information, security at the stations and the scheduling.
1866–1906 - preliminary developments
On July 16, 1866, passenger traffic began on the connecting line , later the first main line of the S-Bahn, between the Klosterthor station in Hamburg and the Altona station in Prussia . The line was extended to Blankenese in 1867 and to Wedel in 1883 .
In order to meet the mobility needs of the population and the economy, which had grown by leaps and bounds in the second half of the nineteenth century, the expansion of the connecting line from two to four tracks began in 1893, with one of the pairs of tracks being reserved for urban traffic. The complete relocation of the route to a railway embankment has also begun, which means that all level crossings with road traffic can be eliminated. In addition, Hamburg and Prussia signed a contract on the reorganization of rail traffic in 1898, in which, among other things, the abandonment of the four previous Hamburg terminal stations and the establishment of a new central station in their place were determined.
The Prussian Railway Directorate Altona opened on December 5, 1906, under the name Hamburg-Altonaer Stadt- und Vorortbahn, passenger traffic between the cities of Blankenese, Altona (Elbe) and Hamburg with steam-hauled trains. On the same day, the new Hamburg Central Station also started regular operations.
The urban and suburban railway served the route of the Altona-Blankeneser Railway, which opened in 1867, the local traffic tracks of the connecting railway and a double-track new line to Hasselbrook and Ohlsdorf . The line runs from the main train station to Hasselbrook, initially parallel to the Lübeck-Büchener railway line and then on its own route to the then newly emerging Ohlsdorf cemetery .
1907/1908 - start of electrical operation
Following a contract from 1904, the entire line was provided with overhead lines and equipped for operation with single-phase alternating current with a voltage of 6.3 kV at a frequency of 25 Hz . The electricity was generated in a railway-owned coal-fired power station in what is now Hamburg's Bahrenfeld district on the border with the Altona-Nord district . This power plant also supplied the Altona port railway with the haddock tunnel to Neumühlen .
The first electric multiple units came into operation on October 1, 1907, and from January 29, 1908, the Hamburg-Altona urban and suburban railway was operated exclusively electrically over the entire length between Blankenese and Ohlsdorf. These dates are considered to be the beginning of the actual Hamburg S-Bahn operation.
1914–1918 - in operation during the First World War
The tense economic situation during the war years only allowed limited operations. Above all, the supply of spare parts could not be guaranteed with increasing duration of the war. In addition, due to the fact that the majority of the male population was called up, there was a shortage of staff in the S-Bahn depot. At the end of the war, 34 out of 140 electric multiple units were still operational.
1924 - Network expansion to include the Alstertalbahn
Starting in 1914, a local property company built an extension of the route from Ohlsdorf in Hamburg to Poppenbüttel in Prussia in order to improve the development of the communities bordering Hamburg along the Upper Alster . After the company went bankrupt, the Stormarn district took over the further execution of the project. The line was opened in 1918 and first with benzene - railcars traveled as a result of war-related copper shortage no overhead line could be built. Stormarn later donated the line to the Deutsche Reichsbahn-Gesellschaft , which electrified it and was thus able to expand the operation of the Hamburg-Altona urban and suburban railway to Poppenbüttel from 1924 .
1934 - Designation as S-Bahn
In Berlin, where from 1924 a similar system of electric city trains was created on the local city, ring and suburban railways , the succinct short form S-Bahn was introduced for this in 1930 . From 1934, the Reichsbahn also used this term to describe its Hamburg-Altona urban and suburban railway. In addition, it was applied to the non-electric routes within the local suburban tariff; this also applied to the steam-powered routes from Blankenese to Wedel, from Altona to Elmshorn and from Hamburg to Friedrichsruh and Harburg .
1939–1945 - DC operation started and World War II
After almost thirty years of operation, it was foreseeable that the systems and vehicles of the S-Bahn would need to be replaced in the 1930s. Since the power supply via a lateral conductor rail had proven itself in the Berlin S-Bahn , the Reichsbahn decided in 1937 to take over the system for Hamburg and abandon AC operation with overhead lines. In order to enable better starting acceleration, the Hamburg system uses a voltage of 1200 compared to the 750 volts used in Berlin; This is one of the reasons why the Hamburg and Berlin vehicles are not compatible. The first direct current multiple units of the later ET 171 series were delivered in 1939; On April 22, 1940, the scheduled operation between Ohlsdorf and Poppenbüttel began in mixed operation with the alternating current trains still in service. The first section was followed on July 15 of the same year by the line between Blankenese and Altona , and on April 10, 1941, continuous operation from Blankenese to Poppenbüttel began. A total of 47 direct current units of the ET 171 series had been delivered by 1943.
Since most of the acts of war in the first years of World War II took place outside Germany, the operation of the S-Bahn was initially not affected. The city's National Socialist administration even planned an extensive expansion of the S-Bahn. However, after Hamburg was increasingly involved in the acts of war from 1943 due to Allied air raids , plans for expansion were suspended until further notice. Most of the S-Bahn vehicles were damaged by the attacks; at the end of the war 55 of the 145 existing AC units were destroyed, the rest were badly damaged. Of the 47 DC units, only four were damaged to a major extent, and three of them could be completely restored.
Network expansions from 1950 to 1965
The direct current S-Bahn was extended in 1950 via the single-track suburban line from Blankenese to Sülldorf and in 1954 to Wedel. In 1958, the long-distance railway line to Berlin , on which the long-distance traffic volume had been reduced considerably as a result of the division of Germany , was equipped with conductor rails and elevated platforms for direct current operation until Bergedorf . This was the first route on which the S-Bahn ran in mixed operation with long-distance trains, the number of which remained small until 1990. At the same time, the S-Bahn received a second line in this way; the Bergedorf trains went via Berliner Tor to Altona.
1962 from the station Holstenstrasse a link for the train to haul the Altona-Kaltenkirchener railway applied (AKN) whose end point therefor according Langenfelde was moved back. The S-Bahn operated the route from 1965 on the AKN route to Eidelstedt and further west along the long-distance railway route to Kiel to the newly positioned Elbgaustraße station.
1965 - HVV was founded
On November 29, 1965, the Deutsche Bundesbahn , Hamburger Hochbahn (HHA), Verkehrsbetriebe Hamburg-Holstein (VHH) and HADAG founded the Hamburger Verkehrsverbund (HVV) as the world's first transport association . From the end of December 1966, the DB routes that had previously been used at the Hamburg suburb tariff were integrated into the HVV tariff system.
On January 2, 1967, the HVV introduced line names for the S-Bahn for the first time to differentiate the lines, the representation of which with a leading S has since been adopted for other S-Bahn systems in German-speaking countries. Previously, the lines of the Hamburg S-Bahn at that time were marked by different font colors on the destination tape on the front of the railcar; the destinations of the main line Wedel - Poppenbüttel (since 1967: S 1) were written in black, those of the extensions to Bergedorf and Elbgaustraße (S 2, later also Aumühle and Pinneberg ) were in red.
Network expansions from 1967 to 2002
In the two decades after the HVV was founded, the S-Bahn network experienced a relatively continuous expansion; Until 1967, the S-Bahn was extended on its own new tracks from Elbgaustraße to Pinneberg , and until 1969 on the existing long-distance tracks from Bergedorf to Aumühle .
To relieve the load on the connecting line and to improve the development of the center of Hamburg, a second main line, the City S-Bahn , was built in 1967 , which crosses the city center in the tunnel and, like the connecting line, connects the main train station and the Altona long-distance train station. It was opened in 1975 on the section between the main station and Landungsbrücken , extended to Altona in 1979 and completed in 1981 with the opening of the line between Altona and Diebsteich . In 1981 a new tunnel platform (new tracks 1 and 2) for the S-Bahn was put into operation on the east side of the main train station. Since then, this has been used for trains going west and inwards, the hall platform (new tracks 3 and 4; formerly 1 and 2) for trains going east and out of town. With the opening of the tunnel platform, track 5 (previously track 3, for the trains traveling in the direction of Berliner Tor ) was assigned to the long-distance railway network and the power rail was removed.
In 1983 the S-Bahn was largely expanded parallel to the existing long-distance line via Wilhelmsburg to Harburg Rathaus , for which the new S3 line was introduced. In the Hammerbrook area the route runs on a concrete viaduct specially built for the S-Bahn and in the tunnel in downtown Harburg . In 1984 the S3 was extended via Heimfeld and then along the Niederelbebahn to Neugraben .
Due to the strong increase in traffic on the route between Hamburg and Berlin after reunification , the S-Bahn and the long-distance railway between Berliner Tor and Aumühle were given separate tracks in the 1990s as part of the German Unity No. 1 transport project . The route from Tiefstack to Bergedorf had already been prepared for a four-track expansion before the Second World War. For the extension of the route between Bergedorf and Aumühle , the S-Bahn service on this section was stopped in 1994. The section to Reinbek could be reopened in 1997 on two separate tracks, the completion to Aumühle was delayed until 2002 due to resident complaints. In 1999, the new Allermöhe stop between Mittlerer Landweg and Nettelnburg was put into operation to better connect the new housing estate Neu-Allermöhe West , whereby the track expansion necessary for the construction of the central platform of the station had already been taken into account during the construction of the separate tracks for S-Bahn and long-distance trains.
2007 - Start of two-system operation
With the timetable change in December 2007, line S3 was extended from Neugraben via Buxtehude to Stade . The network of the S-Bahn grew by 32 km and experienced its largest expansion in a single step. The S-Bahn trains run on the route in mixed operation with regional and freight traffic on the tracks of DB Netz AG under catenary. With the expansion, the Hamburg S-Bahn reached Lower Saxony for the first time and was the first high-speed railway in Germany to operate combined with direct and alternating current via conductor rails and overhead lines . However, due to the significantly lower frequency, especially between Buxtehude and Stade , and the otherwise atypical distance between stations for the Hamburg S-Bahn, the S-Bahn has largely the character of a regional train on this section .
The S-Bahn serves the stops and stations previously used by regional traffic in Stade , Agathenburg , Dollern , Horneburg , Neukloster , Buxtehude and Neu Wulmstorf in Lower Saxony, as well as the new Fischbek stop in Hamburg. Of the stations mentioned, only Stade , Horneburg and Buxtehude are additionally served by the regional express, and the regional train stop at the former end point of the S3 in Neugraben has been closed. Until the opening of the extension, this served as a transfer point for travelers from and towards Stade .
The provision of the vehicles required for operation cost around 87 million euros and included the construction of nine two-system multiple units (series 474.3) and the conversion of 33 units of the series 474 that were previously in operation for two-system operation. The units to be converted received newly built intermediate cars. The cost of adaptation measures and new construction of the rail network and stations amounted to around 162 million euros.
2008 - connection to the airport
The most recent extension of the S-Bahn network took place on December 12th, 2008 with the opening of an approximately three-kilometer-long, mostly underground branch line from Ohlsdorf to Hamburg Airport in Fuhlsbüttel . The only new stop of the extension is the one at the airport. The establishment of the Erdkampsweg intermediate stop was briefly considered, but the proposal was not pursued due to its low market value. For the first time since tram line 9 was shut down in May 1974, the route created a direct rail connection between the city center , the main train station and the airport.
With the opening of the branch line, the planned winging of a line was introduced for the first time ; Trains on the S1 line run to Ohlsdorf as a six-car train and are divided into two short trains with three carriages each, the front one continuing to the airport and the rear one to Poppenbüttel . Before that, however, it was already common practice to weaken the full trains coming from the city center in Ohlsdorf and continue as a short train to Poppenbüttel . The platform of the station at the airport is designed for operation with full trains that can be used, for example, at major events.
The first groundbreaking for the line took place on April 11, 2001. The estimated construction costs in 2003 were around 228 million euros, which increased to around 280 million euros by the time it was completed. The costs were borne jointly by the federal government (60%) and the Free and Hanseatic City (40%).
2013 - tender for the company
The current transport contract between the Free and Hanseatic City and S-Bahn Hamburg GmbH expired in December 2018. For the operation from December 2018 to December 2033, a tender was carried out for the first time in the history of the means of transport, in which, however, the S-Bahn Hamburg GmbH was also awarded the contract.
The transport contract, valid from the end of 2018, fixes a number of conditions for the S-Bahn Hamburg GmbH , which, according to the company, is linked to an investment program of 400 million euros:
- By the time the new contract begins, the oldest 52 of the 62 series 472 units are to be withdrawn from service and replaced by 60 new vehicles from the 490 series . The eight additional units to be procured are primarily intended to stabilize operations and are not intended to expand the range as a whole. The first eight units should originally go into trial operation by the end of 2016; after delays at the factory, this is now set to start in autumn 2017.
- By 2021, all 112 units of the 474 series are to be modernized, among other things, they are to receive intercar connections between the cars of a unit (see series 474 Plus).
- The works in Ohlsdorf and the workshop on Elbgaustraße are to be modernized.
- The investment volume mentioned does not include the planned replacement of all units in the 474 series with new vehicles until the contract expires in 2033.
A fundamental difficulty in the tendering process resulted from the technical specifications of the system in connection with the comparatively short contract period. Applicants had to show a vehicle fleet for the tender that was specially adapted for the Hamburg system (two-system operation, power rail, clearance profile, etc.). If an operator was not awarded the contract to continue operations after the contract expired, the vehicles could only be used in other systems after modifications.
The height of the hurdle described was shown by the fact that in the tender , only one other applicant had submitted an offer besides S-Bahn Hamburg GmbH , which is currently the only company with a correspondingly adapted vehicle fleet.
In order to facilitate a non-discriminatory tender for the transport contract valid from the end of 2033, it was decided within the framework of the contract running from the end of 2018 that S-Bahn Hamburg GmbH will sell its vehicle fleet to the Free and Hanseatic City, provided that an operator other than the S-Bahn Hamburg GmbH should get the contract. Hamburg could then put out a tender exclusively for operation with its own vehicle fleet. Examples of a metronom railway company , whose vehicles are owned by the state's own regional public transport company, Lower Saxony , or the Stockholm U-Bahn , whose vehicles and infrastructure belong to Storstockholms Lokaltrafik , which is also public , but from the Hong Kong- based MTR Corporation operate.
Opening dates (electrical operation)
|Opening date||from ... to||Route name|
|October 1, 1907||Blankenese - Ohlsdorf||Altona-Blankeneser Railway / connecting railway & light rail|
|March 12, 1924||Ohlsdorf - Poppenbüttel||Alstertal Railway|
|May 14, 1950||Blankenese - Sülldorf||Altona-Blankeneser Bahn|
|May 23, 1954||Sülldorf - Wedel|
|June 1, 1958||Berliner Tor - Bergedorf||Berlin-Hamburg train|
|February 22, 1962||Holstenstrasse - Langenfelde||Connection train / Pinneberger S-Bahn|
|September 26, 1965||Langenfelde - Elbgaustraße||Pinneberger S-Bahn|
|September 24, 1967||Elbgaustraße - Pinneberg|
|June 1, 1969||Bergedorf - Aumühle||Berlin-Hamburg train|
|June 1, 1975||Central station - Landungsbrücken||City-S-Bahn|
|April 21, 1979||Landungsbrücken - Altona|
|May 31, 1981||Altona - thief pond|
|September 25, 1983||Main station - Harburg town hall||Harburg S-Bahn|
|5th August 1984||Harburg Town Hall - Neugraben|
|December 6, 2007||Neugraben - Stade||Niederelbebahn|
|December 12, 2008||Ohlsdorf - Hamburg Airport (Airport)||Airport S-Bahn|
There are extensive considerations and, in some cases, far-reaching plans for various expansion and consolidation projects for the S-Bahn network to be implemented in the medium term. The adjacent map gives an overview of the projects that are currently being implemented, planned and considered. In addition, there is ongoing work on the barrier-free expansion of the stations and the renewal of the track systems and other technical systems.
New station in Ottensen
|Lines||station||Neighboring stations||Commissioning (with reservation)|
|Ottensen||Altona - Bahrenfeld||End of 2021|
The Ottensen stop in the district of the same name is currently being built between the existing Altona and Bahrenfeld stations . The station will be about halfway between the aforementioned existing stations in the area of the intersection of the S-Bahn line with the Bahrenfelder Steindamm and will open up a densely populated area in the central area of the district. The opening was initially planned for the end of 2020, after a delayed start of construction in summer 2020, this is now to take place one year later (end of 2021).
The station will have a 140 m long and 7 m wide central platform that can be used for full trains , of which 70 m will be covered. A freight track north of the S-Bahn line that is no longer in use will be dismantled and the northern S-Bahn track will be swiveled across its area. The main entrance will be in the eastern part of the station and will be integrated into the existing underpass at Bahrenfelder Steindamm, another entrance is planned for the western part of the station and will open up Daimlerstrasse via a pedestrian bridge.
The cost of the project is around 27 million euros, which will initially be borne by the Free and Hanseatic City alone. Hamburg intends, however, to have part of the costs reimbursed through federal funds under the so-called service and financing agreement.
S4 East: Bad Oldesloe via Hasselbrook
|line||Connection and end station||Stops (with reservation)||business|
|Hasselbrook - Bad Oldesloe||Hasselbrook - Claudiusstraße / Wandsbek Rathaus - Bovestraße - Holstenhofweg - Tonndorf - Am Pulverhof - Rahlstedt - Ahrensburg West - Ahrensburg - Gartenholz - Bargteheide - Kupfermühle - Bad Oldesloe||Four-track expansion of the existing double-track line to Ahrensburg, three-track expansion to Gartenholz, then change to the regional transport network; Electrification up to and including Bovestrasse via power rails, then via overhead lines|
Route and stations
The route is to be removed from the existing network at the Hasselbrook suburban and regional train stop and run along the Lübeck – Hamburg route via Rahlstedt to Ahrensburg and Bad Oldesloe . The route would thus correspond to the course of the regional train line RB81, which between 1966 and 2002 was already tariffed as an S-Bahn to Ahrensburg and operated under the designation S4, but served with locomotive hauled push- pull trains. For the expansion of the line, it is planned to create a double- track S-Bahn line between Hasselbrook and Ahrensburg , and a single-track S-Bahn line to Gartenholz , then the S-Bahn trains switched to the long-distance network and reach Bad Oldesloe via this . The new line would have a length of around 20 km, the total length to Bad Oldesloe would be 35.9 km. In terms of planning, the route is divided into the four sections Hasselbrook - Luetkensallee , Luetkensallee - state border Hamburg / Schleswig-Holstein , state border - garden wood and garden wood - Bad Oldesloe . The first three are also the sections that are individually planned . No separate approval procedure is required for the fourth section, as no construction work is planned for it.
The four new stops at Claudiusstrasse and Wandsbek Rathaus , Bovestrasse , Holstenhofweg and Am Pulverhof are planned for the Hamburg area ; the existing regional train station at Wandsbek would be replaced by Claudiusstrasse / Wandsbek Rathaus and Bovestrasse . In Schleswig-Holstein, there are plans to set up an additional stop near the existing Ahrensburg West underground station . The platforms of the existing stations must be adjusted in height and length for S-Bahn operations; In Tonndorf , Ahrensburg , Kupfermühle and Bad Oldesloe the existing systems can be raised to the usual height of 96 cm in the S-Bahn network; in Rahlstedt , Gartenholz and Bargteheide , a completely new building is required for this. In the first step, all platforms should be built to a length of at least 140 m suitable for enforcement, a later expansion to serve the route with long trains will be taken into account. Furthermore, the existing level crossings with other modes of transport along the route are to be eliminated. For nature conservation reasons, complex structures are sometimes required, such as a long-span bridge in the Stellmoor-Ahrensburger Tunneltal nature reserve , which led to delays and additional costs.
The original plan was to name the stop immediately northeast of the existing Hasselbrook station Claudiusstraße . After the station location had shifted to the north in the course of the planning progress and moved away from the eponymous street, the Wandsbek district assembly proposed to the DB and the Senate in April 2017 that the name be changed to Wandsbek Town Hall , which would refer to the Wandsbek district office around 350 meters away until 1937 Town hall of the previously independent city. DB and the Senate were basically open to the proposal, but a final decision is still pending.
Up to and including Rahlstedt, the route is to be electrified via the busbar common in most of the S-Bahn network, from the system changeover point between Bovestrasse and Holstenhofweg to Bad Oldesloe via overhead lines; accordingly, dual-system vehicles are planned. The route is to be served by a new line S4, which will run from Hasselbrook inwards via the City-Tunnel and end in Altona or at the planned new long-distance train station Altona at the location of the Diebsteich S-Bahn station . In the long term, the aim is to continue the line beyond Altona to Elmshorn , Itzehoe and Kellinghusen (see below). During the rush hour between Altona and Ahrensburg , every ten minutes and between Ahrensburg and Bargteheide every twenty minutes. The connection to Bad Oldesloe should be served every hour. In normal and off-peak hours, there is a uniform twenty-minute service from Altona to Ahrensburg and hourly service from Bargteheide and Bad Oldesloe . The regional train service would be replaced by this if the S4 were implemented, the regional express between Hamburg and Lübeck would remain as a faster connection.
Costs and financing
The cost of the project is estimated at around 915 million euros. In addition to the construction of the systems for the S-Bahn, the forecast takes into account the necessary adjustments to the existing long-distance and freight transport systems such as track swiveling and the construction of new platforms, noise protection measures to be implemented and the removal of the planned intersections with other types of transport. In addition, there are costs for the procurement of the additional 29 vehicles required for operation. With the current order from S-Bahn Hamburg GmbH for the 490 series , an option to increase the order for the S4 was taken into account. At a unit price of 5.45 million euros per vehicle, there would be additional costs of around 158 million euros.
In order to reduce the project costs, planned measures were initially withdrawn in the course of the planning process. So was u. a. Originally the construction of a 7 km long separate S-Bahn track between Ahrensburg and Bargteheide was planned, a planned stop in the municipality of Delingsdorf north of Ahrensburg was also omitted and the Bargteheide station is to be converted in a reduced form. This is said to have reduced the costs by around 93 million euros.
The total costs for the S4 (East) are around EUR 1.847 billion. On November 29, 2019, the federal government, the states of Hamburg and Schleswig-Holstein and Deutsche Bahn concluded a financing agreement. Accordingly, the federal government bears around 84% of the costs with 1.557 billion euros. The share of around 290 million euros allotted to the federal states is borne by Hamburg to 70 percent and Schleswig-Holstein to 30 percent. Deutsche Bahn is contributing 20 million euros to the project. Because of the importance of the Hamburg – Lübeck route for the pan-European transport infrastructure (TEN-T core network corridor Scandinavia – Mediterranean), the federal states are aiming for co-financing from funds from the European Union (EU).
The federal states will endeavor to support the construction costs from the funds of the Municipal Transport Financing Act (GVFG), for which a completed cost-benefit analysis is required, which is being drawn up as of January 2018. If the federal states can fully utilize the funding framework, 60% of the eligible costs are financed from the GVFG funds made available by the federal government.
Status of the project
On 9 August 2016, gave DB Netz AG as projects wearer the plan approval documents for the section Hasselbrook - Luetkensallee the Federal Railway Authority as the competent planning authority one, on July 27 and September 30, 2017 followed by the proposals for the sections border Hamburg / Schleswig-Holstein - Garden wood and Luetkensallee - national border . The planning approval decision for the first section was issued on August 24, 2020, and the first construction work is to take place in the same year. A citizens' initiative announced, however, that it would take legal action against the decision before the Federal Administrative Court . For the other two sections, the planning approval decisions should be available by 2021. The route between Hasselbrook and Rahlstedt could be opened in 2025 at the earliest, the entire route to Bad Oldesloe in 2027/28.
Between 2000 and 2010 the number of passengers in regional traffic between Hamburg and Bad Oldesloe increased by around 50%, and further growth is expected. In addition, an increasing volume of traffic on the route is forecast for long-distance and freight traffic - especially with a view to the implementation of the fixed Fehmarnbelt link - for which the previous train path capacity is considered to be insufficient. By mixing local, regional, long-distance and freight traffic, a maximum of half an hourly service can now be offered for the regional train, in addition to the high susceptibility of operation, which results in a punctuality rate of just 86% in regional traffic between Hamburg and Bad, which is significantly below average Oldesloe knocks down.
With the construction of the S-Bahn line, the slower local and regional traffic can be separated from the faster types of traffic. This would result in a higher schedule and operational stability for all types of transport with a higher frequency at the same time. Furthermore, additional platform capacities for long-distance and other regional traffic could be gained at the main train station by shifting part of the regional traffic to the S-Bahn. The additional stations would result in closer development and large parts of the Wandsbek district and the Stormarn district would for the first time have free connections to downtown Hamburg .
A total of around 250,000 people live in the catchment area of the route and it is expected that the number of passengers will increase from the current 30,000 to around 50,000 people a day as a result of the introduction of the S-Bahn.
S4 West: Itzehoe and Kellinghusen via Pinneberg
|line||Connection and end station||Stops (with reservation)||business|
|Pinneberg - Itzehoe / Kellinghusen||Pinneberg - Prisdorf - Tornesch - Elmshorn Süd - Elmshorn - ( train part I ) Herzhorn - Glückstadt - Krempe - Kremperheide - Itzehoe / ( train part II ) Horst - Dauenhof - Wrist - Kellinghusen||In Altona change to the long-distance railway network; Electrification via overhead line|
Coming from the city center, the trains behind the Altona station are to switch to the long-distance railway network ( Hamburg-Altona-Kiel line ) and run as an express line without intermediate stops to Pinneberg and then serve the existing Prisdorf and Tornesch stops as well as a new Elmshorn Süd stop . In Elmshorn , the trains are to be winged and one part of the train will continue via Glückstadt to Itzehoe and via Dauenhof to Kellinghusen .
The regional train currently running between Hamburg and Wrist / Itzehoe would be completely replaced by the S4. With the exception of Elmshorn, the stations between Pinneberg and Itzehoe would be converted into pure S-Bahn stations and served by the S4 every 20 minutes. The reactivation of the Wrist – Itzehoe railway on the Wrist – Kellinghusen section is to take place before the opening / extension of the S4 as part of the so-called Central Network . The regional train initially used on the route would then be replaced by the S-Bahn at a later date.
The route was included in the preliminary draft planning for the eastern branch of the S4 to Bad Oldesloe, but no reliable cost estimates are available for the project. According to the Schleswig-Holstein Ministry of Transport, implementation should take place at the earliest after the eastern branch of the S4 has been completed, i.e. H. according to current planning not before 2027.
In its so-called three-axis concept for the expansion of local rail passenger transport in Schleswig-Holstein / Hamburg from 2008, the Schleswig-Holstein government proposed for the first time the expansion of the S-Bahn beyond Pinneberg to Elmshorn and Itzehoe . The route corresponds to the route of the regional train lines R70 (to Elmshorn) and R60 (from Elmshorn). In addition to this, the branch to Kellinghusen was later included in the planning.
S21: Kaltenkirchen via Eidelstedt
|line||Connection and end station||Stops (with reservation)||business|
|Eidelstedt - Kaltenkirchen||Eidelstedt - Eidelstedt center - Hörgensweg - Schnelsen south - Schnelsen - Burgwedel - Bönningstedt - Hasloh - Quickborn south - Quickborn - Ellerau - Tanneneck - Ulzburg south - Henstedt-Ulzburg - Kaltenkirchen south - Kaltenkirchen||Takeover of the existing line from AKN; double-track expansion of the partially single-track existing line; Electrification via overhead line|
In addition to the implementation of the S4, the states of Hamburg and Schleswig-Holstein are pursuing the second joint project to expand the existing, around 30 km long AKN route between Eidelstedt , Quickborn and Kaltenkirchen ( Hamburg-Altona-Neumünster railway ) for S-Bahn operations . A total of around 150,000 people live in the settlement area along the route who could benefit from an expansion.
The AKN already operates an S-Bahn-like traffic on the route with a cycle of ten to twenty minutes, the route is linked to the S-Bahn network in Eidelstedt and offers a platform-level transition between the means of transport. With the exception of two daily journeys, which are connected to the main train station via the connecting train, passengers from and in the direction of Kaltenkirchen are obliged to change trains in Eidelstedt . A study commissioned by the AKN expects the number of passengers to double when serving the route to Kaltenkirchen with a free S-Bahn connection.
For the expansion of the route, the federal states provide that the existing S21 S-Bahn line in Eidelstedt be unthreaded and the AKN route taken over. During rush hour, a ten -minute cycle will be offered to Quickborn and a 20-minute cycle to Kaltenkirchen . The connection to Elbgaustraße , the current terminus of the S21, which is no longer available due to the swiveling of the line , is to be served during rush hour by a new line S32 ( Elbgaustraße - connecting tram - main station - possibly Harburg town hall ).
The route is to be completely double-tracked and electrified with overhead lines, all platforms along the route are to be extended to a length of 140 m suitable for execution, and a new Schnelsen Süd station is to be set up between the existing Hörgensweg and Schnelsen stops . The platforms of the stations served exclusively by the S-Bahn in the future, i. H. the stations from Eidelstedt center up to and including Tanneneck should be completely raised to the usual height of 96 cm in the S-Bahn network. At the stations Ulzburg Süd , Henstedt-Ulzburg , Kaltenkirchen Süd and Kaltenkirchen , which are operated in mixed operation with AKN, only the ends of the platforms are to be increased to 96 cm, but otherwise the previous height of 76 cm should be maintained. In this way, barrier-free entry can be made possible in the foremost wagon of an S-Bahn train or, in the case of full trains, in the foremost and last wagons, while the AKN trains stop in the lower central platform area and are therefore barrier-free.
The plan approval procedure for the approximately 6.5 km long section of the route in Hamburg was opened and completed in May 2016. The procedure for the approximately 23 km long Schleswig-Holstein section followed in January 2017. In the area from Quickborn to Tanneneck, there is another planning approval, as the line between Ellerau and Tanneneck will remain a single track. For both procedures, the plan approval decision should be available by the end of 2021 [obsolete] , so that construction work could start in 2022 at the earliest and the route could be released for S-Bahn operation at the end of 2025 if the project progressed ideally. At the start of the planning approval procedure, the responsible authorities of the countries involved assumed that the resolutions could already be available at the end of 2017 and that the project could therefore be completed a year earlier than currently planned.
The cost of the project is estimated at 115 million euros. The federal states assume that the funding framework made available by the federal government can be fully utilized and that 60% of the eligible costs would be covered by the resources of the Municipal Transport Financing Act. The standardized assessment required for the federal grant is to be completed within the first half of 2018.
Overall, the Schleswig-Holstein state government, which is in charge of the project, had three variants that build on one another examined for the expansion:
- The cheapest option was to electrify the route, extend the platforms and set up a new stop in Schnelsen. The costs were estimated at around 50 million euros, 45.6 million euros of which would have been by far the largest part for the actual electrification, the rest would be for safety technology and the like. a. been needed.
- A second variant also provided for the double-track expansion of the previously single-track extension in Eidelstedt , for which an additional eleven million euros were estimated. The total costs of this variant would have been around 61 million euros.
- The third variant selected for further pursuit, in addition to the measures mentioned, provided for the double-track expansion of the line between Quickborn and Tanneneck , which would make the entire line from Eidelstedt to Kaltenkirchen Süd consistently double-track. For this purpose, a further 14 million euros or total costs of 75 million euros were initially expected, which were later corrected to 90 and finally to 115 million euros.
The preliminary result of a first standardized assessment presented in December 2013 confirmed that all variants - based on the original cost estimates - had a positive cost-benefit ratio. The medium variant achieved the cheapest factor with 1.75, followed by the most expensive variant with 1.59. The variant that only provided for the electrification of the route received the least favorable factor. In December 2014, the Schleswig-Holstein Transport Minister and the Hamburg Transport Senator declared as the final result of the assessment that the preferred variant achieved a factor of 1.12. This factor, which is less favorable compared to the provisionally determined, should essentially result from the consideration of S32, which was not previously included in the calculation.
The cost-benefit analysis currently being drawn up, the result of which should be available by summer 2018, became necessary after additional costs had arisen in the further course of the planning and project, which the Ministry of Transport mainly took into account additional active noise protection measures along the route and the general price increases, and which were not included in the earlier investigation.
With a view to the possible expansion of the line, the current order for the 490 series for the S-Bahn already included an option to procure the additional vehicles required to operate the line. With costs of around 5.45 million euros per unit, the twenty planned vehicles would result in an investment of around 109 million euros in addition to the costs for the route expansion.
S21: Lauenburg via Büchen and Aumühle
|line||Connection and end station||Stops (with reservation)||business|
|Aumühle - Lauenburg||Aumühle - Friedrichsruh - Schwarzenbek - Must - Büchen - Lauenburg||In Aumühle change to the network of regional and long-distance traffic; Supply via overhead line|
The route of the S21 could be extended from its current end point Aumühle via Büchen to Lauenburg . A two-system operation is envisaged, in which the S-Bahn changes east of Aumühle from the S-Bahn to the regional and long-distance network.
Frank Horch , President of the Authority for Economics, Transport and Innovation , initially stated in 2011 that an extension of the S-Bahn to Büchen would be sought for the next few decades, but that no detailed plans were available. In March 2015, the project was presented as part of specific expansion plans for S-Bahn Hamburg GmbH , at which time the plans included the extension to Lauenburg .
S32: Osdorfer Born via Holstenstraße
|line||Connection and end station||Stops (with reservation)||business|
|Holstenstrasse - Osdorfer Born||Holstenstrasse - Schützenstrasse - Von-Sauer-Strasse - Bahrenfeld Trabrennbahn - Stadionstrasse - Lurup - Osdorfer Born||Construction of a new direct current line|
It is planned to extend the connecting line west of the existing Holstenstrasse station , from where the route essentially followed the course of MetroBus lines 2 and 3 and reached the large housing estate Osdorfer Born via the Bahrenfeld trotting track and the Altonaer Volkspark .
The line had six new stations and is to be completely underground, the length would be around 5.8 kilometers. Commissioning is targeted for the mid-2030s.
The route is to be operated by the planned S-Bahn line S32 (Harburg Rathaus - Hauptbahnhof - Holstenstraße - Osdorfer Born).
S33: From Heimfeld via the harbor to Altona (S-Bahn-Ring)
|line||Connection and end station||Stops (with reservation)||business|
|S33||Heimfeld - Altona||Heimfeld - Bostelbek - Hausbruch Nord - Moorburg - Waltershof - Eurogate - Altona||Construction of a new Elbe tunnel, takeover of capacities from the port railway|
Coming from Harburg, the trains behind Heimfeld at a new Bostelbek station are to be routed to existing tracks of the Hamburg port railway . Via Hausbruch and the Port of Hamburg, with the possible stops at Moorburg, Waltershof and Eurogate, the S33 is to continue to Altona. A new line would only have to be built from Waltershof to Altona. The Elbe is to be crossed under in a new tunnel parallel to the motorway Elbe tunnel.
Increased offerings in the existing network: S32: (Harburg Rathaus -) Hauptbahnhof - connecting line - Altona / - Elbgaustraße
|line||from ... to||Stops|
|Harburg Town Hall - Altona / Elbgaustraße / Osdorfer Born||( Harburg Rathaus - Harburg - Wilhelmsburg - Veddel (BallinStadt) - Elbbrücken - Hammerbrook (City Süd) -) Central Station - Dammtor - Sternschanze - Holstenstraße - (Variant I :) Altona / (Variant II :) Diebsteich (new location Altona train station) - Langenfelde - Stellingen - Eidelstedt - Elbgaustraße / (variant III :) Diebsteich - Lutherkirche - Bahrenfeld Trabrennbahn - Stadionstraße - Lurup Mitte - Lurup Nord - Osdorfer Born|
S-Bahn Hamburg GmbH proposed the introduction of an additional S32 amplifier line in order to increase the capacity on the heavily frequented connection between Harburg and downtown Hamburg , which is currently served by the S3 and S31 lines.
The original design of the S-Bahn Hamburg GmbH provided for a connection between Harburg Rathaus and Altona via the connecting train, which should be served every ten minutes and only during rush hour. As part of the planning for the adaptation of the AKN route between Eidelstedt and Kaltenkirchen for S-Bahn operation (see above), the Schleswig-Holstein state government suggested connecting the line west from Holstenstrasse to Elbgaustrasse . The background to this is that the S21 line, which previously served the Elbgaustraße station, will in future serve the branch to Kaltenkirchen from Eidelstedt . The connection between Eidelstedt and Elbgaustraße that is no longer needed is to be replaced by the S32. The suggestion of the state government was taken up by the S-Bahn Hamburg GmbH and integrated into the current plans for network development. The third proposal is to investigate whether the S32 from Diebsteich could serve a new line to the Osdorfer Born .
In November 2011, the Hamburg Citizenship Transport Committee spoke out in favor of increasing the number of offers on the route section and called on the Senate to implement it as quickly as possible. According to the traffic authority at the time , the introduction of the S32 was not possible until 2018 at the earliest, as the additional vehicles required for operation could only be procured at this point in time. In the current order for the 490 series, which will be put into service from spring 2018, an option for these additional vehicles has been considered.
The HVV stated, however, that an increase in the offerings was not viewed as acutely necessary. Against the background of the forecast further growth in passenger numbers, however, the introduction of an additional line is viewed as an appropriate option in the medium term. The coalition agreement of Senate Scholz II , on the other hand, makes it clear for the 2015–2020 legislative period that "the strengthening of the S-Bahn service to Harburg [...] must be guaranteed in any case."
In the Harburg-Rathaus station there are two niches that could be used for a tunnel into Eißendorfer Straße. One of the niches is located in the tunnel south of the train station, the other is inside the underground platform hall at the Neue Straße exit behind a wall. The size of the recesses can be traced back to the expansion joints in the wall. There is also an inspection door there .
In Altona station , the mouth of the S-Bahn tunnel is widened on the west side. This was done with a view to a possible six-track expansion of the ramp from the tunnel mouth to beyond the Lessing tunnel . The expansion would enable a closer train sequence for trains with a change of direction (e.g. S11).
Along the route to Lübeck , which u. a. is used by the regional train line RB81, areas are reserved that are to be used for laying additional tracks when an S-Bahn line is set up to Bad Oldesloe. For example, areas north of the Hasselbrook station are kept free from heavy development and used for allotment gardens in order to simplify subsequent rededication. Also as an advance payment for a S-Bahn line to Bad Oldesloe, the Gartenholz regional train station was dimensioned in such a way that an additional track for the S-Bahn can be laid later without any problems.
As part of a “Smart City” partnership initially limited to three years, the City of Hamburg and Deutsche Bahn announced their intention in July 2017 to examine the step-by-step automation of a S-Bahn section as part of a feasibility study. According to the declaration of intent , it should first be examined whether a section of the route to Bergedorf (with an unknown starting point) could be (partially) automated by 2021. The study is intended to give an outlook on the possibilities of automatic operation of the entire network. The first test drives were planned for the beginning of 2020 in autumn 2019. Around 200 employees from Deutsche Bahn and Siemens are involved in the 60 million euro project.
The City of Hamburg is providing 1.5 million euros for investigations into possible use in the entire network. Capacity gains of 20 to 30 percent are expected. According to other information, the train sequence should be shortened from three minutes to up to 90 seconds.
The Hamburg S-Bahn has been using three-part multiple units since the introduction of direct current operation. The fleet of vehicles since the beginning has comprised 292 vehicles of the following series:
|model series||Manufacturer||units||Top speed||capacity||Years of construction||Operational status||Main use||image|
|471/871||LHB , MAN , Wegmann , BBC||72||80 km / h||Seats: 202||1939-1943
|Retired in 2001,
museum vehicle received (471 082)
|earlier S1, S11, S2|
|470/870||MAN , O&K , Rathgeber , Wegmann , SSW , BBC||45||100 km / h||Seats: 200||1959
|Retired in 2002,
museum vehicle received (470 128)
|earlier S2, S21|
|472/473||LHB , MBB , SSD, WMD||1st series (472.1): 30
2nd series (472.2): 32
|100 km / h||Seats: 196
|1974-1984||Use in the liner service
Retirement since 2018
A train remains as a museum vehicle
|S11, S31, occasionally also S2 /
after commissioning of the BR 474: S11, S2, S21, occasionally S31
|474/874||Electrical part: Adtranz , today Bombardier ,
mechanical part: LHB ; today Alstom
|One-system (474.1 / 2): 70 Two-
system (474.3): 42
|100 km / h||Seats: 208,
|Use in the liner service||S1, S11, S3, S31
Sometimes also S2, S21
|490||Bombardier Transportation||Currently 82, optionally up to 146||Single system: 100 km / h
Dual system: 140 km / h
standing: ~ 280
|Delivered since 2018||Use in the liner service||S2, S21
since December 2019 on S31
occasionally on S3, S11
The units are used alone as a short train , in double traction as a full train with six and in triple traction as a long train with nine cars. Longer train formations are technically possible (except for the 474 series), but not operationally sensible due to the limited platform lengths. For some years now, long trains have only been in use on the S3 between Elbgaustraße and Neugraben according to the schedule, on all other lines there are no more than full trains as planned.
The series 471, 470 and 472 can be mechanically and electrically coupled to one another, they could be used in multiple units across series. The condition of downward compatibility was no longer imposed in the design of the younger series 474, so it cannot be used in mixed tractions with other series. All that is possible is a mechanical coupling with the 472 series, which may be necessary, for example, when towing a train. It takes place using a transition coupling carried by the 474 series.
Modifications of the 474 series
For use on routes with AC overhead lines , 33 units of the 474 series that were already in operation were converted and nine new dual-system trains were procured (old numbers 059-091, new numbers 113-145), which were classified as series 474.3. In addition to their equipment for direct current operation, they have pantographs , high-voltage equipment and a main transformer to take the alternating current from the overhead line. Due to the low clearance profile in the tunnel sections of the network, the additional equipment could not be accommodated in superstructures on the car roof, such as those found on class 424 and 425 multiple units . Instead, the ends of the intermediate car were designed so low that pantographs and compressed air equipment are within the boundaries of the car body. The two-system trains were delivered between August 2005 and August 2007, and the vehicles were already in regular service before the extension to Stade was opened.
Future of the fleet
Introduction of the 490 series
→ Main article see DB series 490
In June 2013, S-Bahn Hamburg GmbH presented the 490 series, which is produced by Bombardier Transportation in Hennigsdorf near Berlin. Like the older series, it has three cars per unit and also has a number of features that were also implemented as part of the conversion of the 474 series . These include in particular the continuous accessibility of the vehicles, an extended passenger information system and more generously dimensioned special compartments for luggage, wheelchairs, prams, etc. In addition, the 490 series has air conditioning. In the single-system version, the vehicle, like that of the 474 series, reaches a top speed of 100 km / h; in the two-system version, a top speed of 140 km / h can be achieved for the first time. In the first tranche, a total of 60 vehicles are to be delivered by the start of the new transport contract between the Free and Hanseatic City and S-Bahn Hamburg GmbH at the timetable change in December 2018, which are to replace the older units of the 472 series. The order volume for this is 327 million euros, which corresponds to a unit price of 5.45 million euros.
The first unit was transferred to Hamburg in October 2016 and presented to the public in February 2017. In November of the same year, S-Bahn Hamburg GmbH began testing the first pre-series vehicles, and since May 24, 2018, the vehicles have been used on a test basis in passenger operations. Since the timetable change in December 2018, the vehicles have been in use as planned and make the majority of all trips on the S21 line. Since the locomotives are currently (as of April 2019) still very prone to failure, the reliability of the line has fallen sharply since then.
Depending on the further decisions to expand the network and to expand the range, the order can be increased by up to 86 additional vehicles; 44 vehicles would be needed for the operation of the S4 to Bad Oldesloe , Wrist and Itzehoe , 20 for an extension to Kaltenkirchen and 22 for the expansion of the service between Harburg and Altona under the project name S32.
The management of the HVV stated that the changes in the approval guidelines of the Federal Railway Authority from 2018 would impair the ability to procure additional units of the 490 series. The vehicles would therefore have to be ordered by 2018, which necessitated the rapid and binding development of plans for the expansion projects mentioned. In December 2018 it was announced that the order deadline had been extended to 2021.
The citizenship advised the Senate to consider the option of a further vehicles, especially for the establishment of an S32. The first multiple unit 490 101 was presented on October 11, 2016 in Hamburg. He then completed test drives. In addition to the 60 multiple units already ordered, twelve more were ordered, which was later expanded to 22.
Conversion of the 474 series to 474plus
As part of the transport contract between Hamburg and S-Bahn Hamburg GmbH , it was agreed that the existing units of the 474 series will be completely modernized by 2021. A key feature of the modernization is the installation of intercar transitions within the three-part units. The first multiple unit from the redesign was presented to the public on January 9, 2015 (unit 474 012). In the meantime, numerous of these units are already being used on the Hamburg S-Bahn network.
S-Bahn Hamburg GmbH had already presented a converted unit under the name 474 Plus in 2011 . In addition to the above-mentioned crossings, the vehicle had expanded passenger information facilities similar to the passenger television used on the subway since the 1990s, air conditioning, and a new seating arrangement that created a larger multi-purpose compartment in the end car. Air conditioning and passenger television, however, were u. a. for reasons of mass before the return to service in summer 2015 expanded again. It is not known whether the conversions and additions apart from the car crossings are part of the agreement on modernization, but passenger television has been installed in all converted trains since 2018; the previously converted units are to be retrofitted later. The cost of converting the sample unit was around four million euros, but according to S-Bahn Hamburg GmbH , it should be around one million euros for each of the other units.
The AC multiple units of the Hamburg S-Bahn had a dark green paintwork until they were retired.
With the introduction of direct current operation with the 171 series, the new vehicles were painted in cobalt blue , with two narrow decorative strips and the window band of the middle car being cream-colored. The cream-colored ribbon was used to mark the second class, and from 1956 the first class . This color scheme was retained in the vehicles of the 470 series and shaped the appearance of the Hamburg S-Bahn for decades.
From 1974, with the series 472, the color scheme of the German Federal Railroad in ocean blue and beige came to the Hamburg S-Bahn, as the only S-Bahn network in West Germany, Hamburg did not adopt the so-called pop paint in pure orange-pebble gray. The salmon orange-pastel gray S-Bahn product colors introduced in 1986 were never used in Hamburg either. The ocean blue-beige paintwork was initially only used sporadically on the older vehicles and in connection with repair work. The repainting of the Hamburg car park in ocean blue and beige was not yet complete when Deutsche Bahn AG abandoned this color scheme in the 1990s in favor of a nationwide color scheme in traffic red.
The first vehicles of the 474 series were initially delivered in a color scheme of white, gray and red, which corresponded to the then new color scheme of the Hamburg subway units of the type DT4 . Before the start of scheduled use, however, the new vehicles were adapted to the corporate design of Deutsche Bahn AG, so that all vehicles of the 474 series were given a traffic red paint job, which was also given to all of the 472 series wagons as part of a redesign program.
The vehicles of the series 470 and 471 already planned for retirement at that time kept their colors. For a few years, there were three color schemes next to each other on the Hamburg S-Bahn.
With the change to the traffic red color scheme, outdoor advertising on the S-Bahn wagons was abolished, initially in the form of tape advertising under the side windows and, from the 1970s, across the entire side of the multiple unit, known as " pop advertising ", had given. Since 2007, special temporary paint schemes have been implemented for individual trains for various local topics and occasions, in 2007 on the occasion of the so-called intermediate presentation year of the IBA Hamburg , when a class 474.3 multiple unit was equipped with full advertising for the building exhibition between September and December . Similar actions have taken place since then. a. for HSV Hamburg , for the premiere of the musical Rocky or for the 2013 International Garden Show . Outdoor advertising on S-Bahn cars has been permitted again since mid-2014 and is marketed by Ströer Media .
Since autumn 2000, the level of equipment on Hamburg's S-Bahn trains has only been equivalent to the second class of car .
Until November 2000, the S-Bahn also offered the first class of carriage, for the use of which a surcharge was levied, which was still charged for the express buses (lines 31-49) and for occasional first-class facilities in trains of Deutsche Bahn or other modes of transport in the HVV apply. In the trains of the 470 and 471 series, the middle car had no drive and was therefore quieter (it had the series designation 870 and 871 for non-powered multiple units). This car was assigned to the first class, the powered end cars to the second class. In the newer trains of the 472/473 series, the intermediate car is powered (series designation 473), but was initially also assigned to the first class. The difference between first and second class was essentially the upholstery and the spacing between the seats, and the color design of the cars and compartments also differed.
In addition to the class numbers “1” and “2”, which were placed in the door area, a different color scheme for the outer and middle cars of the units was used to distinguish the two car classes of the DC multiple units. In the old color scheme of the 471 and 470 series, it consisted of a cream-colored ribbon window on the center car of the otherwise cobalt blue multiple unit. In the ocean blue / beige color scheme, only a narrow orange stripe above the row of windows was used to identify the first class, which was removed when the classes were merged.
The abolition of the first class of car had long been called for by various parties. When it came to this, it was announced by the operator of the S-Bahn with relatively little effort and only met with little media coverage. The abolition of the first class offered considerable operational advantages for the S-Bahn: In the three-part multiple unit, the entire intermediate car was intended for the first class, which, however, was generally less frequented than the second class. With the abolition of the first class, the use of short trains was often sufficient in the low-traffic period, since instead of the four second-class cars that were previously offered in one execution and the two only slightly utilized first-class cars, the use of only three cars was sufficient. while two second-class cars would not have provided sufficient capacity.
The first trains of the 474 series were initially also equipped for two car classes. However, they only differed from each other in the armrests in the first class and the color of the seat covers. Cars of later delivery series differ from each other only in their color. In addition, the overall design of the interior has been simplified, for example units of later deliveries no longer have luggage racks, and door areas and cover plates below the bench seats have been simplified.
Passenger information facilities
Class 474 trains have matrix displays in the wagons ex works that provide information about the line and next station of the train. These displays were successively retrofitted to the units of the older 472 series as part of a modernization program. When converting to the 474plus, the displays are replaced by larger LED displays. The automatic stop announcements in the trains are spoken by Ingo Ruff , who among other things speaks the announcements of the Berlin S-Bahn .
In order to increase the user friendliness for visually impaired passengers, automatic announcements were first introduced on the trains of the older series 472, which indicate the line and destination on platforms on which several lines run or where routes branch off (example: “This is the line S21 to Elbgaustraße! Please pay attention to the distance between the train and the platform when boarding! "). For technical reasons, these announcements have so far only been made by the staff on the newer 474 series.
By the end of July 2009, all trains of the 474 series were equipped with side displays in addition to the destination displays on the front. Each unit received two additional indicators on both long sides (front and rear car), which - like the indicators inside the car - are controlled via the train's internal passenger information system. The background to the retrofitting was the improvement of the passenger information regarding the wing of the trains of the S1 line in Ohlsdorf, where the front part of the train goes to the airport, the rear part to Poppenbüttel. The additional identification of the train destinations should make it easier for passengers to identify the “correct” half of the train. However, both goals can always be read on the displays on both half-moves.
The Hamburg S-Bahn has 69 stops and stations, ten of which are in the tunnel . These are the five stops or stations of the City-S-Bahn ( Jungfernstieg , Stadthausbrücke , Landungsbrücken , Reeperbahn and Königstraße ), three stops or stations in the Harburg core area ( Harburg , Harburg Rathaus and Heimfeld ) and the Hamburg Airport station (airport ) and the S-Bahn part of Altona station . In addition, the platform of the westbound trains at the main train station (platforms 1 and 2) is in a tunnel.
Most stations of the Hamburg S-Bahn have central platforms . At the main station and Altona junctions, there is a separate central platform (direction platform) for trains going into and out of town. At the end point in Pinneberg, the S-Bahn tracks are arranged between a side and a central platform, the other edge of the platform being used by regional trains. There are also side platforms at the three-track S-Bahn stations in Bergedorf, Berliner Tor (below), Blankenese, Neugraben and Harburg Rathaus, at the two-track Billwerder-Moorfleet stop (since the separation from long-distance traffic through the four-track expansion in the mid-1990s) and the single-track Stops in Iserbrook and Stade . The stations on the alternating current section on the Niederelbebahn all have side platforms. The central platform in Horneburg was even dismantled especially for the S-Bahn.
The platforms of most stations in Hamburg's urban area are at least 200 meters long and can be served by long trains. Exceptions are the sections (Wedel -) Rissen - Bahrenfeld and Wandsbeker Chaussee - Hamburg Airport (Flughafen) / Poppenbüttel as well as the Fischbek stop and the Bergedorf - Aumühle section, at which a maximum of full operations can stop. The platforms on the AC section are also designed for operation with full trains. The Wandsbeker Chaussee - Barmbek section used to be served by long trains, the platforms are still generally suitable for this purpose, but are limited to the length of the train by barriers at the ends of the platforms.
All stations are equipped with dynamic electronic train indicators. In the direct current network and at the Fischbek stop , the S-Bahn uses its own displays, which are controlled centrally by the S-Bahn's operations management system (IMS). They provide information on the line number, destination and route of the next train as well as on the strength of the train (short train, full train or long train), stopping space on the platform and the remaining waiting time until departure in minutes. The three next trains with the line number, destination and Remaining waiting time before departure in minutes and, if necessary, additional information such as information on train treatment, schedule deviations or information on train disruptions. At the stations on the AC line to Stade , the FIA system from DB S&S (DB's dynamic standard display) is used to inform passengers on the S-Bahn.
The conversion of the previously used drop- leaf indicators, introduced in 1973, to the new system began at the end of 2001, initially at the stations on the main lines, at the train treatment stations and starting stations, where the dynamic indicators were installed on all platform tracks. In addition, all platforms leading into the city were converted on the five outer branches. The Hamburg S-Bahn was thus the first company within the DB group in which the information system was converted to LCD technology. The complete retrofitting of all stations was completed at the end of 2011.
As a further passenger information device, combined emergency and information pillars with video surveillance are available at all stops, via which passengers can make direct contact with the service control center of the S-Bahn.
At the main station there is an information column on the platform of tracks 3 and 4 in the departure area of the parts of the S1 trains that go to the airport, providing information on current arrival and departure times. In the Hamburg Airport station itself, there is a battery of monitors above the platform that provides information on current departure and arrival times. In addition, there is an information system in the airport about the departures of the S-Bahn and the connecting trains for regional and long-distance traffic at the main station. To make it easier to identify the half of the train that is driving to the airport, all stations between Wedel and Ohlsdorf have car status indicators or section markings on the platform that identify the corresponding half of the train.
Most of the stations are characterized by a functional design with an open platform and a simple flat roof. In particular, the stations of the later Pinneberger, Neugraben and Bergedorf routes show a clear restraint and sobriety in the design. Many of the former station buildings were destroyed in the Second World War or demolished at a later date. Some reception buildings, such as those of Hasselbrook and Rübenkamp, have been preserved, but fell out of their original use and are now used for other purposes.
The more attractive, still preserved stops of the network include the Dammtor station built in 1903 in an economical Art Nouveau style , the Wilhelmine Central Station completed in 1906, the Ohlsdorf station building , also opened in 1906, which was designed in homeland security style, and also in a clear, reduced Art Nouveau style held Aumühle station from 1908.
Like Dammtor, the reception buildings at Sternschanze and Holstenstrasse were originally designed as representative urban railway stations based on the model of the Berlin light rail system. After the Sternschanze station was largely spared the aerial bombardment of World War II, the Senate decided in the 1970s to demolish the station concourse. The two-aisled station hall at Holstenstrasse was largely destroyed in the war and finally completely demolished in the 1980s. However, the basement floors of both of the aforementioned stations are still preserved and give evidence of the original shape.
Attractive redesigns and new buildings from the post-war period are the access buildings to the Landungsbrücken and Jungfernstieg tunnel stops , the Hammerbrook viaduct stop and the stop at Hamburg Airport . The modern building of the Landungsbrücken station, which can be viewed today, was designed by Fritz Trautwein and Hans Loop at the end of the 1950s and replaced a more monumental building by Emil Schaudt that was largely destroyed in the Second World War . A special feature of the access building is that it was built diagonally into the slope of the Stintfang . Originally, the station was only served by the subway's ring line; S-Bahn access only followed with the construction of the City S-Bahn in the 1970s. The minimalist entrance pavilions of the Jungfernstieg stop were built as part of the redesign of the promenade of the same name in 2006. The design comes from the Hamburg office of André Poitiers Architekt , who, together with WES & Partner Landscape Architects, is responsible for the overall design concept of the Jungfernstieg. In addition to the entrances, the offices developed all other structural systems and installations on the Jungfernstieg.
The Hammerbrook stop is characterized by its futuristic design by the architects Schramm, Pempelfort, von Bassewitz and Hupertz, which is supposed to arouse associations with the dynamics and speed of a train. Hammerbrook (City Süd) is also the only elevated station in the network. As an airport train station, Hamburg Airport (Flughafen) takes on special representative functions for visitors to the city; its design reflects this claim; the only underground station with a two-storey platform hall in the Hamburg S-Bahn network is spanned by a wide barrel vault, the light color of which additionally supports the generous spatial effect. The narrative architecture of the station plays with various aeronautical motifs; a steel girder structure protruding above the platform and accommodating a pedestrian walkway, together with the vault, is reminiscent of the interior of the buoyancy body of an airship . The support structure itself takes up one of the central design elements of the terminal building, which in turn is derived from the construction principles of aircraft construction. In this way, a direct creative relationship is created between the train station and the airport.
Most of the tunnel stops were originally designed in different decorations from small-format tiles. Exceptions were the Jungfernstieg station, the walls of which were covered with large-format enamel panels, and the Hamburg Airport stop, which is mainly designed with painted metal panels. The decor and choice of colors in the tiled train stations took into account the tastes of the late 1970s and early 1980s. In particular, the Königstraße and Hauptbahnhof stations, which were mostly kept in dark brown tones, could be optimized with regard to the spatial effect achieved. However, as part of the redesign work on the tunnel station (see below), which has been ongoing since 2016, the color scheme is being revised. For example, a wall cladding with gold-colored metal elements is planned for the main train station. The work for this began with the gradual removal of all back track tiles in the tunnel stations, with the exception of Hamburg Airport (airport). The walls are completely black until the new wall decorations, which so far only took place in the Altona, Landungsbrücken, Stadthausbrücke and Jungfernstieg train stations. During the modernization, the floors will also be replaced by a light standard floor and the pillars will be clad in white (see also “ Redesign of the tunnel stops ”).
Art as part of the station design
In contrast to the systems of the elevated railway, there are hardly any products of art in architecture in the stations of the S-Bahn . Examples of artistic design and decoration elements are mainly found in the tunnel stops of the City S-Bahn and the Harburg S-Bahn. The overall more individual design of the tunnel stops is u. a. This can be attributed to the fact that passengers in the underground stations do not have the opportunity to orientate themselves to the station area and are therefore dependent on the clear distinguishability of the stops themselves. The few examples of art in architecture include a wall mosaic in the eastern distribution floor of the Stadthausbrücke station, which opened in 1975, and a series of large-format pictures on the platform rear walls of the Landungsbrücken station, which opened in the same year . The pictures originally came from the Hamburg artist Volker Meier and showed abstract shore landscapes and, together with anchor and wave motifs on walls and pillars, pointed to the nearby Elbe and the Hamburg harbor . In 2010, Meier's pictures were exchanged for photographs of the Rickmer Rickmers sailing ship , a well-known tourist attraction at the Landungsbrücken . At the same time as the pictures were exchanged in Landungsbrücken , further pictures with local references were attached to the Stadthausbrücke , Reeperbahn , Harburg and Heimfeld tunnel stations . Another interesting example of art in architecture can also be found at the Allermöhe station, which was subsequently built between Mittlerer Landweg and Nettelnburg in 1999 . The base construction, executed in exposed concrete , was originally decorated with a grid of square, uniformly blue tiles. As part of a competition to promote art in public spaces, which was launched by a local art association, 200 of the original tiles were replaced in 2007 by products that show individual motifs designed by Allermöhe's residents. Sternschanze station also shows an example of art in construction; the artist Sabine Mohr has provided the southern archway between the bridges west of the train station with a map of a fictional continent burned onto tiles.
From September to October 2010, selected stations along the route of the S3 served as an exhibition space for the “Outlook on Changes” project initiated by the IBA Hamburg . At the stations Altona , Landungsbrücken , Veddel , Wilhelmsburg and Harburg , artistic works by various contemporary artists and citizens of Hamburg were exhibited; the spectrum included installations , sculptures , video projections , action art and performances .
Accessibility and freedom from barriers
Of the 68 stops and stations in the S-Bahn network, 56 are equipped with elevators or ramps and are therefore also fully accessible to passengers with reduced physical mobility, such as wheelchair users. Class 472 trains, which mainly run on the S21 line, generally do not allow entry at the same level; there is a step between the platform edge and the door to overcome. At the stations on the route between Neugraben and Stade, the platform height is not the usual height of 96 cm in the rest of the network, but only 76 cm. A step to the floor of the car must therefore also be overcome here. Only the stations Buxtehude (only the platform for trains ending there) and Stade have 96 cm high platforms.
It is noteworthy that the central Jungfernstieg transfer point and the four other stops of the City S-Bahn, which was built relatively late, are not barrier-free. Nevertheless, all S-Bahn trains have folding ramps at the individual driver's cabs, which the driver can set up by hand on the platform if necessary.
New Elbbrücken station
The new Elbbrücken S-Bahn station is located east of the terminus of the same name on the U4 subway line and, together with it, opens up the eastern part of HafenCity and parts of the neighboring districts of Rothenburgsort and Kleiner Grasbrook . In HafenCity in the vicinity of the station u. a. Workplaces for around 13,000 people, 1,100 apartments and a congress hotel with around 500 rooms are planned. In terms of urban planning, the area is to be characterized by a high-rise cluster, including the 233-meter-high Elbtower .
The station consists of two side platforms, each 210 m long, and a 60 m long station hall. Since the S-Bahn and U-Bahn stations are separated from each other by the existing long-distance railway line and the Freihafenelbbrücke, the direct connection between the two stops is provided by an enclosed glass pedestrian bridge with a length of 70 meters and a width of 5 Meters.
Like numerous other structures in HafenCity, the rapid transit stations are among the first urban-architectural impressions that rail travelers receive when they reach the inner city. Furthermore, the Elbe bridges are one of the quarters in HafenCity with the highest level of publicity and the highest number of visitors expected, although a higher proportion of international users can be expected with a view to the planned congress hotel. The drafts of the stations should take account of this location, which is representative in several respects, and are significantly more complex than in most of the rest of the network. The Free and Hanseatic City also aims to make local public transport the main means of transport in HafenCity, which is also supported by a sophisticated and high-quality station design. At Hamburg's request, the design of the S-Bahn station, like that of the neighboring underground station, was created by the gmp (Hamburg) office and is closely based on this. The design of both stations takes up the steel framework of the Elbe bridges adjoining to the south and translates this into an extremely reduced design, which essentially consists of a net-like steel girder construction that surrounds the platform. The inside of the construction is also covered with a closed glass skin as protection from the weather. The two stations differ essentially in the length and profile of the platform halls; While the underground station has a hall about 130 m long, which describes a flattened oval in cross-section, the hall of the S-Bahn station is only about 60 m long and has an approximately rectangular profile.
The planning approval decision for the new station was granted on December 12, 2016, construction began at the end of August 2017, and the opening took place on December 15, 2019 when the timetable changed. Originally, the S-Bahn and U-Bahn stations were supposed to open together a year earlier, but following unexpected problems with the building site and the subsequent re-planning of the structural statics, the opening of the S-Bahn stop had to be postponed. In preparation for the construction of the station, two construction points were installed as part of a routine track renewal south of the Norderelbbrücken in the summer of 2016, which allow a single-track operation of the section in the area of the future station. The flexibility gained in this way can, for example, reduce the need for full closures during the construction period.
The costs of the project were initially estimated at around 43.3 million euros, but in June 2018 it was announced that the costs had to be corrected to around 57 million euros.
Expansion of accessibility
The Senate intends to make all S-Bahn stations in Hamburg's urban area accessible by the mid-2020s. The measures essentially include the creation of step-free access to the platforms and the installation of a guidance system for the blind . After implementation of the planned measures, with the exception of the Agathenburg, Dollern and Neukloster stations in Lower Saxony, the entire S-Bahn network would be made barrier-free.
|station||Line / n||status||planned completion||Remarks|
|Berlin Gate||Adjustment planned||by the end of 2022||Adjustment is planned after completion of the bridge construction work in the vicinity of the station, which will continue until approx|
|Billwerder-Moorfleet||Adjustment planned||by the end of 2022||Special prioritization by HVV|
|Thief pond||New building planned||by the end of 2023||The current S-Bahn stop will be integrated into the new Altona long-distance train station , which is scheduled for completion in 2027|
|Jungfernstieg||Adaptation under construction||by the end of 2020|
|Koenigstrasse||Adaptation under construction||by the end of 2020|
|Reeperbahn||Adaptation under construction||by the end of 2020||Special prioritization by HVV|
|Rothenburgsort||Adaptation under construction||by the end of 2022||Special prioritization by HVV|
|Low||Adjustment planned||until the end of 2021|
Further upgrading and development measures
Redesign of the tunnel stops
By 2020, all tunnel stations with the exception of the most recent at the airport are to be redesigned. The measures at the ten affected stations include the redesign of walls, platforms and distribution levels and comprise an investment volume of around 48 million euros. According to its own statements, Deutsche Bahn is pursuing a “modern and bright appearance” and a general increase in the attractiveness of the stops with the redesign.
The implementation of the program began on August 15, 2016 at the Jungfernstieg station; the first partial measure was the redesign of the distribution level that was completed on February 28, 2017. The redesign of the stations envisages platforms with a light gray-white, mineral paving with white pillars as well as a black coating of the ceilings over the track troughs, as well as the platform rear walls each have their own design. The colors of the individual accents are partly based on the existing designs, for example in Altona, whose striking yellow-orange combination also characterizes the new design.
Relocation of Altona train station to Diebsteich
The Free and Hanseatic City and Deutsche Bahn intend to give up what is now the Altona long-distance train station and relocate it to the area of the Diebsteich S-Bahn station . Diebsteich would go on with the implementation of the project in this new long-distance station and today's Altona station would continue to exist as a pure S-Bahn station. Deutsche Bahn, as the developer, submitted the plan approval documents in December 2015 to the Federal Railway Authority responsible for carrying out the plan approval procedure ; construction is scheduled to start in August 2018, and the opening is planned for 2023.
Linking with other modes of transport
The S-Bahn is well connected to Hamburg's subway network and offers a transition between the two systems at nine stations with largely favorable transfer conditions. For example, the platform of the S-Bahn station Jungfernstieg is located directly below the platform of the U1 line; in Ohlsdorf , the platforms can be reached from a shared access structure. In Eidelstedt there is also a platform-level change to line A1 of the AKN . At the stations Hauptbahnhof , Altona , Bergedorf , Dammtor and Harburg there is a transition to long-distance and regional traffic, and Buxtehude , Hasselbrook , Horneburg , Pinneberg and Stade also offer a transition to regional traffic.
Many S-Bahn stations are connected to important bus network hubs, for example in Altona, Bergedorf, Poppenbüttel and Harburg. At the main station also is access to the Hamburg central bus station with national and international bus services.
At the Landungsbrücken station there is a transition to the Elbe ferries operated by HADAG , and at Jungfernstieg to the Alster ships operated by Alster-Touristik , the latter, however, are not integrated into the HVV tariff.
Paid park-and-ride facilities are available at 36 stations on the S-Bahn , and the Bergedorf, Berliner Tor and Harburg stations are linked with so-called switchh points and offer access to car sharing vehicles from Europcar and Car2go, among other things .
Some underground stops were created as so-called multi - purpose facilities when they were built, which can be used as shelter in the event of a disaster or defense. The Harburg-Rathaus stop is equipped with 5000 shelter spaces, while the Reeperbahn and Stadthausbrücke each have 4500 spaces. Some of the stations mentioned have extensive additional functional rooms (washrooms, toilets, storage rooms and kitchens) for supply, but these are not accessible to the public. If the shelters were used, additional S-Bahn trains would be parked as accommodation in the tunnels. Only a few covered floor openings in the access areas of the stops, behind which the protective gates or their guide rails are located, indicate the second possibility of using the stations.
The Othmarschen S-Bahn station and the former reception buildings of Klein Flottbek (Botanical Garden) , Hasselbrook and Rübenkamp (City Nord) as well as the Hamburg Hauptbahnhof and Dammtor train stations are listed buildings .
The design of the stop signs at Harburg station was based on the design of the signs from Transport for London , the holding company of the London public transport company. A plaque presented by London Transport, a predecessor of Transport for London, to HVV on the occasion of the opening of the Harburg S-Bahn in 1983, commemorates the Englishman Charles Vignoles , who built the first railway in Harburg in 1847.
The section between Klein Flottbek and Sülldorf is the last of the network on which form signals are used to secure train journeys . A Jüdel- type mechanical signal box is located in Sülldorf station and has been in operation since 1927. The other stations in the section have electromechanical signal boxes with electrical signal drives.
The S-Bahn Hamburg has three maintenance plants at its disposal for the maintenance and repair of the DB series 474 and 472 : the S-Bahn plant in Ohlsdorf , the plant in Elbgaustraße and the plant in Poppenbüttel. The following work can be carried out at the central plant in Ohlsdorf: Requirement repairs, running gear checks, review of deadline work, checking the vehicle's own train protection systems, wheelset replacement, component replacement up to ten tons in weight, bogie replacement and interior cleaning.
In the Elbgaustraße plant, u. a. the exterior cleaning is also carried out, the Poppenbüttel plant is used exclusively for interior and exterior cleaning. Interior cleaning is also carried out on the parking facilities in Barmbek, Hasselbrook, Altona, Blankenese, Wedel and Bergedorf.
Another maintenance workshop was built in Hamburg-Stellingen on Kronsaalsweg and has been in operation since the beginning of 2019.
The selection of the S-Bahn is fully in the tariff system of the HVV integrated. The predominantly urban orientation of the means of transport is evident from the fact that the majority of the network lies within the Hamburg AB tariff area (until December 2016, greater Hamburg area ), which includes the city of Hamburg and its closer interlinked area. Only the Wohltorf and Aumühle stations on the S21 line and the majority of the AC line to Stade used by the S3 line are outside of this closer interdependence and, at least in the case of Stades, lead through predominantly rural areas.
In addition to HVV tickets, there are Deutsche Bahn tickets including regional tickets for Lower Saxony , Mecklenburg-Western Pomerania and Schleswig-Holstein , the Quer -übers-Land-Ticket and the DB-City-Ticket as well as local transport tickets for the tariff association of federal and non-federal railways in Germany (TBNE) participating transport companies.
A special feature of the HVV tariff is that entering spatially enclosed S-Bahn and U-Bahn stations is only permitted with a valid ticket or platform ticket .
- List of S-Bahn stations in the Hamburger Verkehrsverbund
- Rail transport in Hamburg
- Hamburg-Ohlsdorf depot
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