Y-route Hamburg / Bremen – Hanover

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Map of the Y-route and possible alternatives (as of 2014)

The Y route Hamburg / Bremen and Hannover was a project of the Federal Transport Infrastructure Plan 2003 for a projected railway - new line to accommodate the rapid transit of Hannover on Walsrode after Hamburg and Bremen . The colloquial term is based on the Y- shaped route. The official designation NBS / ABS Hamburg / Bremen – Hanover is derived from the predominantly new line (NBS) between Hamburg and Hanover and the short upgraded section (ABS) for the Bremen branch.

A feasibility study presented to the Federal Ministry of Transport with three alternatives to the original plan was available in mid-2013 and was initially kept under lock and key. In mid-February 2014, Deutsche Bahn presented various variants. The public should be involved in the planning process from mid-2014. As part of the Federal Transport Infrastructure Plan 2030 , the variants should be evaluated economically. Finally, a preferred variant should be determined in a so-called “ dialogue forum ”.

In the context of the dialogue between the railway and the citizens, the planning was rejected by a majority. Instead, a variant of the "alpha variant" should be pursued. However, the Hanseatic City of Hamburg, VCD , Pro Bahn and other actors do not consider this to be sufficient.

Basic features and characteristics

The Y-route (officially NBS / ABS Hamburg / Bremen – Hanover ) should consist of three sections that join together in a Y-shape and connect to existing routes in the Hamburg, Bremen and Hanover area:

  • New line (NBS) Lauenbrück - Isernhagen , 81 km, passable at 300 km / h
  • Expansion line (ABS) Visselhövede - Langwedel, 27 km, passable at 160 km / h
  • New line (NBS) Isernhagen - Lehrte, 17 km, passable at 160 km / h

The centerpiece should be the 81 km long new Lauenbrück – Isernhagen line, which would connect to the Bremen – Hamburg “taxiway” in the north at Lauenbrück and to the Hanover – Hamburg line at Isernhagen in the south. The “Bremer Branch” was to run from Langwedel on the Uelzen – Langwedel railway line, which was to be expanded again to double track (route of the former Berlin – Wilhelmshaven naval railway) and electrified, to the village of Tadel west of Visselhövede and connected via a new connecting curve. The main section should lead past Walsrode mainly on a new route through the Lintelner Geest to the south. In the district of Isernhagen, the route should cross the existing connection Hamburg-Hanover and lead on another new route section 17 km to Lehrte . This section was added with the needs review from 2008 and the increased focus on freight transport (therefore not shown on the map).

The regional planning procedure was completed in early 2001. In the summer of 2008, DB Netz AG applied to extend the validity of the regional planning assessment, which was originally limited to eight years (until March 2009). According to the company, the main planning parameters have not changed compared to the regional planning procedure, so that no new procedure is necessary. In February 2009 the Ministry of Regional Planning granted this application. The regional planning decision was valid until the end of 2016.

The project was assessed in 2010 as part of the “review of the requirement plan for federal railways”. According to the Federal Railways Expansion Act, this review will be carried out no later than five years after the requirements plan has been adopted. The original orientation (aimed solely at fast passenger traffic) has been changed in order to also provide benefits for freight traffic.

history

Emergence

Considerations for a new line between Hamburg and Hanover are already documented for the year 1962. In 1992 the German Federal Railroad presented the first plans for the routing of a new and upgraded line between Hamburg, Bremen and Hanover. The reason for the planning were considerations for increasing the efficiency of passenger transport. The main reason for the new route is the high load on the existing main connection Hamburg - Lüneburg - Uelzen - Celle - Hanover / Lehrte ( see Lehrte – Hamburg-Harburg and Hanover – Celle railway ). A partial separation of high-speed and local / freight transport should create new capacities for freight transport and improve punctuality.

According to a bottleneck analysis by the Federal Ministry of Transport, the section between Lüneburg and Celle in particular is overloaded with 140 trains per day, and between Nienburg and Verden the overload is 60 trains.

The project was included in the urgent needs of the Federal Transport Infrastructure Plan 1992 . The planned investment costs, at the price level on January 1, 1991, amounted to 2.5 billion DM. A connection to Hanover-Langenhagen Airport was planned, provided that third parties would participate in order to achieve economic efficiency. The 1997 plans envisaged opening the line in 2008.

Spatial planning procedure

At the beginning of July 1999, the Lüneburg district government opened the regional planning procedure .

Three variants were introduced into the process:

  • The variant 1 favored by Deutsche Bahn was the westernmost and, with a planned cost of DM 2.5 billion, the most economically advantageous of the variants.
  • The Version 2 should at Tostedt from the railway line Hamburg-Bremen thread out and southwest of Walsrode to extend in a southeasterly direction to Hannover.
  • The variant 3 saw a new line parallel to A 7 before. It contained the longest new section of all three variants and was supposed to cross the Lüneburg Heath nature reserve , among other things . At the beginning of the proceedings, it was regarded as a "strike variant". This so-called "motorway variant" should run north of Hanover from Langenhagen continuously on the A 7 to the Harburg district , where various connections to existing routes between Buchholz and Ashausen would be conceivable.

On June 9, 1999, the 15 volumes of material were handed over to municipalities and districts. Deutsche Bahn initially planned to start the regional planning procedure at the end of 1998. After the environmental impact assessment bureau filed for bankruptcy, there were delays.

The deadline for comments was September 1, 1999. Critics criticized the fact that this period included the summer vacation. At the beginning of July 1999, the deadline for statements from public agencies was extended from September 30 to October 15, 1999. In the end, more than 16,000 statements were received from citizens, the majority of them from the Lüneburg Heath. Around 180 public concerns were heard.

The procedure was initially supposed to be completed in 2000, but was delayed due to a lack of plans that were subsequently submitted by DB. At this point in time, two route options were still being discussed. The responsible district government of Lüneburg had more than 22,000  objections to the project, which is estimated at 4.15 billion DM . The regional planning procedure was completed on March 23, 2001.

As part of the procedure, the "motorway variant" was eliminated from the regional planning procedure, as the new route to be built would be longer and the connection to Bremen did not seem to be achievable with reasonable means. The radii of the autobahn are not suitable for a high-speed route parallel to the autobahn in several places. Proponents of this variant point out, however, that only it would enable a significant increase in route capacities and a noticeably shorter journey time from Hanover to Hamburg (reduction of 20 to 25 minutes compared to 2006) and that the Bremen branch is of secondary importance.

The passenger and freight traffic forecast for the Federal Transport Infrastructure Plan 2003 assumes around 260 additional timetable routes after completion of the Y-route , which should be available daily for goods traffic. 120 lines are to be created on the new line, 140 lines are to be freed up on the existing lines.

With a cabinet decision of May 2, 2017, areas intended for the construction of the Y-route were removed from the spatial planning and thus returned to the planning authority of the municipalities. In July 2017, the original Y-route was deleted from the state spatial planning program.

Further planning

2001-2009

On December 14, 2001, the then DB boss Mehdorn announced that his company would push ahead with the preliminary planning even without financial commitments from the federal government. The executive board made available 20 million D-Marks for this. This should also ensure that the project is included in the 2003 Federal Transport Infrastructure Plan. The start of the planning approval procedure was expected for 2004 at the earliest.

The planning had repeatedly stalled for financial reasons, but also for doubts about the usefulness of the project.

The project was postponed at the end of 2004 due to a lack of funds.

Deutsche Bahn CEO Hartmut Mehdorn confirmed at the end of March 2007 that the Y-route had a high priority for the company. In the short term, the company is aiming to initiate the plan approval procedure. In a first step, the federal government will assume the further planning costs of around 50 million euros. In a conversation with the then First Mayor of Hamburg Ole von Beust , Mehdorn stated at the end of August 2007 that he wanted to launch the Y-route to Stuttgart 21 as the next major project.

In October 2008, Deutsche Bahn began preparing for the plan approval procedure. The federal and state governments take on the financing. In order to be able to accommodate the rapidly growing port hinterland traffic up to the realization of the route, a short-term use of " branch lines " was examined. In order to prevent long-term bottlenecks in the Hanover and Hamburg nodes, the implementation of expansion measures in the course of the Y-route was examined.

At the beginning of December 2009, the federal government released planning funds totaling 20 million euros. The federal government had previously decided not to release the planning funds. On December 30, 2009, a planning agreement on the preliminary and draft planning was finally signed.

2010-2014

In the investment plan 2011-2015 for the transport infrastructure of the Federation (IRP) of 15 March 2012, the Y route was the lowest category D assigned. These projects can usually only be started after 2015.

Investment master plan 2010

In the investment framework plan for the federal transport infrastructure up to 2010 , investments of EUR 1,283.9 million were planned for the project at the 2006 price level. Up to 2005 a total of 3.5 million euros had been spent. Federal funds of EUR 15.0 million were to be invested between 2006 and 2010. Beyond this period, a financing requirement of EUR 1,265.5 million was set (federal funds from 2011, own funds DB AG and contributions from third parties from 2006).

According to information from Deutsche Bahn from January 2010, planning should "begin shortly". The planning approval decisions should be available for the entire route by 2015; the subsequent construction period should be five years. The federal funds available for planning would therefore be sufficient until 2012. On November 1, 2010, the state of Lower Saxony agreed to pre-finance ten million euros of the further planning costs for the new line. Bremen and Hamburg announced in mid-December 2010 that they would also participate in the pre-financing of the planning costs. Hamburg's share is three million euros.

2010 requirements plan review
Project and cost
key data from the expansion plans ABS / NBS Hamburg / Bremen – Hanover
Marking of
route section		 Length
(km)		 Design
speed
(km / h)
Key cost data
(€ million / km)		 calculated
total
costs
(€ million)
Y-route plan case 9
Lauenbrück – Isernhagen new railway line 81 300/250 30th 2,430
ABS Visselhövede – Langwedel 27 160 6th 162
NBS Isernhagen – Lehrte 17th 160 20th 340
total 125 2,932
Y-route plan case 9b
Lauenbrück – Isernhagen new railway line 81 250 20th 1,620
ABS Visselhövede – Langwedel 27 160 6th 162
NBS Isernhagen – Lehrte 17th 160 20th 340
total 125 2.122
Alternative to the Y-route Planfall 45
ABS Lüneburg – Celle 87 160 6th 522
ABS Verden – Nienburg 31 160 6th 186
ABS Nienburg – Wunstorf 34 160 20th 204
total 152 912
Source plan case 9 u. 9b pp. 9–83, Planfall 45 pp. 9–103, spec. Costs p. 6–3

In the course of the requirements plan review published on November 11, 2010, the basic version, now referred to as “Plan Case 9”, with a benefit-cost factor of 0.5, proved to be uneconomical and was therefore not pursued any further. In addition, a new line that is more geared towards freight traffic ("Plan case 9b") and an expansion of the existing lines ("Plan case 45") were examined. The expansion variant included a continuous three-track expansion in the Lüneburg - Celle, Verden (Aller) - Nienburg (Weser) and Nienburg (Weser) - Wunstorf sections of the existing network. The project was modified to achieve a benefit-cost factor of more than 1.0: The scope of the project was optimized for rail freight transport, including bypassing the greater Hanover area for freight transport.

Finally, a modified plan case 9b was pursued, in which priority was given up to fast long-distance passenger transport and mixed traffic with around 40 freight trains from Bremen and around 90 freight trains from Hamburg was assumed. Due to the increased freight traffic, based on outdated costs of 1.496 billion euros, a benefit-cost ratio of 5.2 was achieved. The experts recommend an investigation of the expansion of the route for pure freight traffic and a subsequent assessment based on current, reliable planning results.

To reduce operating costs, a maximum speed of 250 km / h was assumed for the high-speed trains. As a result, the experts point out that the alternative to the Y-route can handle around 83% of the increase in demand in plan case 9a (modified new construction of the Y-route), which is an additional 2.2 billion  ton kilometers . A detailed assessment can only be made after further in-depth planning.

A 92.1 km long and 250 km / h new line between Lauenbrück and Isernhagen (near Hanover) was planned. The connection to Bremen was made via a 22 km long and 160 km / h upgraded line, which was to merge into the new line at Visselhövede . The new line should also be tied through to Lehrte in order to avoid freight train journeys through Hanover Central Station. After completion of the measures, the travel time between Hamburg and Hanover should be reduced from 69 to 56 minutes, that from Bremen to Hanover from 57 to 50 minutes. Including a new traction power line and three new substations , the project, the preliminary draft planning of which was still ongoing, was calculated at 1.496 billion euros.

Pre-planning and feasibility study

In January 2012, the federal government asked Deutsche Bahn to investigate alternatives to the Y-route by 2013. In July 2012, the head of the railway, Rüdiger Grube, announced that the planning would be open-ended and in cooperation with citizens' initiatives. The federal government finances part of the planning costs up to the design planning with 19 million euros .

As part of the preliminary planning, four route alternatives were examined at the end of 2012:

Based on the variants of the preliminary planning, concrete routes should be developed and examined. Instead of the Y-route, a purely new line for freight traffic between Celle and Harburg as well as expansion projects between Hanover / Lehrte via Celle, Uelzen and Lüneburg or from Hanover via Wunstorf, Nienburg, Verden and Langwedel to Bremen are being examined. Bypass routes are planned for Uelzen and Lüneburg. A feasibility study should be presented by the end of March 2013 (as of November 2012).

On February 13, 2014, Deutsche Bahn AG presented several alternative route variants in the Federal Ministry of Transport in Berlin as part of a federal-state discussion: On the following day, the following variants were presented to the public:

  • original "Y" (classic)
  • Rail freight transport-Y variant (SGV-Y)
  • Variant of expansion of existing buildings
  • Variant of reduced existing route expansion
  • Variant NBS Ashausen - Unterlüß
  • Variant NBS Ashausen - Suderburg

such as

On July 29, 2014, the state and railways signed an agreement for a citizens' dialogue. As a first step in a planned dialogue process, an agency is to be found by means of a tender that will moderate and accompany the dialogue process. The dialogue process should be completed in mid-2015. One or two variants are then to be introduced into the federal transport infrastructure plan. A total of 80 representatives from environmental associations, chambers of commerce, citizens' initiatives and districts are to be involved. Railway and state want to share the cost of the procedure, which is estimated at one million euros.

Alternatives

In mid-June 2010, Lower Saxony's transport minister, Jörg Bode , refused to consider alternatives to the Y-route. The state is relying on the Y-route, the expansion of the Heidebahn for freight trains and the removal of bottlenecks in the existing network. Nevertheless, alternative planning was carried out. In addition to the already mentioned (expansion of existing buildings, NBS from Ashausen) these are:

Federal Environment Agency (2010) / Lühmann / Alpha variant (end of 2014)

A study commissioned by the Federal Environment Agency in August 2010 considers the project to be out of date, not conducive to traffic demands and not realizable in a timely manner. As an alternative, the study suggests the three-track expansion of the Lüneburg – Uelzen line and the double-track expansion of the Stendal – Uelzen , Uelzen – Langwedel and Rotenburg – Verden lines . At an estimated 1.5 to 2 billion euros, the costs would be well below the construction costs of the Y-route, which, including the necessary expansions, are calculated at four billion euros, but would generate greater benefits. The Lower Saxony Ministry of Transport supports the medium-term measures proposed in the study, but intends to also implement the Y-route in the long term.

Lühmann or Alpha variant (end of 2014)

At the end of 2014, a concept similar to the Federal Environment Agency planning was presented by the Bundestag member Kirsten Lühmann (SPD). The expansion proposals are identical, only a required block compaction between Nienburg - Wunstorf is new . Freight traffic from Hamburg-Harburg is to be separated into an east and west branch via Uelzen-Stendal and Rotenburg-Verden-Wunstorf, thus relieving the Hanover node. Freight traffic from and to Bremen should flow over the American line via Langwedel. The measures of the alpha variant at a glance:

  • Continuation of the 3rd track via Lüneburg to Uelzen
  • Continuation of the 2nd track of the American line to Verden (Langwedel)
  • Expansion of the Rotenburg - Verden line to two tracks (in the Federal Transport Infrastructure Plan since 2003)
  • Block compaction on the Nienburg - Wunstorf route
VCD (2014) / Breimeier variant
Breimeier route

At the beginning of October 2014, the Verkehrsclub Deutschland (VCD) presented an alternative proposal that would enable the congested Hamburg-Harburg junction to be bypassed for the first time . The port of Hamburg is to be connected via a new line in a westerly direction along a section of the A 26 motorway that has yet to be built . At Neu Wulmstorf there is a swivel in a southerly direction along the B 3n motorway junction , later the course of the B 3 is followed until the route at Trelde meets part of the disused Harsefeld – Buchholz line . From Buchholz, the existing line to Jesteburg (which is to be expanded to three or four tracks) is to be used, then via Marxen the disused railway line to Lüneburg and on via the Wendland Railway to Wittenberge. Bypasses and trough locations are provided for de-dedicated route sections and through town passages . In contrast to the Y variants, the situation of rail passenger transport to / from Bremen or Hanover is not improved, the focus is solely on the seaport-hinterland connection for freight transport. Indirectly, there would only be improvements in passenger rail traffic due to the lower utilization of the existing lines. The biggest disadvantage is the detour of approx. 40 km between Hamburg Hafen and Lüneburg compared to the direct route via Hamburg-Harburg. Deutsche Bahn wants to quickly review the proposal. The proposal is also known as the Breimeier variant after Rudolf Breimeier .

Dialogue forum "Rail North" (from 2015)

On February 13, 2015, the “Schiene Nord” dialogue forum began, a forum initiated by the state of Lower Saxony and Deutsche Bahn to discuss alternatives to the Y-route.

The moderated forum should take one year to complete; the result should flow into the evaluation process for the Federal Transport Infrastructure Plan 2015. Two thirds of the costs of 600,000 euros were borne by Deutsche Bahn and one third by the state of Lower Saxony.

In addition to the route variants developed by Deutsche Bahn, three further variants should be included in the process:

  • VCD variant - also known as the Breimeier variant
  • Alpha variant - reduced existing route expansion; also known as the Lühmann variant
  • OHE - the route Winsen / Luhe - Soltau

The alpha variant was preferred by the dialogue forum. a. provides for the three-track expansion of the existing line between Lüneburg and Uelzen and a second track between Rotenburg and Verden, but no new lines.

Alpha-E

After almost a year of deliberation, at its last meeting on November 5, 2015, the dialogue forum rejected all of the expansion options proposed by Deutsche Bahn and spoke out against any new construction of railway lines. With the so-called Alpha variant E , a minimal expansion of existing routes was advocated. The following are planned:

  • a single-track expansion with electrification of the "America Line" Langwedel-Uelzen , while maintaining a top speed of 80 km / h
  • the use of the Maschen - Lüneburg section and a three-track expansion from Lüneburg to Uelzen
  • a two-track expansion between Rotenburg and Verden
  • a slight expansion of the Nienburg - Minden line
  • Block densities between Celle and Lehrte, Verden and Nienburg and Nienburg and Wunstorf
  • the extension of passing lanes in Wunstorf

Representatives of the Federal Ministry of Transport, the state government of Lower Saxony and the DB board agreed to implement the Alpha variant E. Observers see a performance deficit of 100 freight trains per day and, as a result, around 3900 truck journeys per day with a shift of 16 million tons or 7 billion ton kilometers per year onto the road.

As part of the preparation of the Federal Transport Infrastructure Plan 2030, Alpha-E also had to be examined for its benefit-cost ratio. A value of 0.6 was determined, which means that the variant in the previous layout was not worth implementing. In order to still be able to raise the benefit-cost ratio to a value of at least 1, which is absolutely necessary for implementation, Alpha-E has expanded routes between Ashausen and Celle for 230–250 km / h (with bypasses of Lüneburg, Deutsch Evern, Bad Bevensen and Uelzen), as well as between Celle and Hannover-Vinnhorst for 230 km / h. The resulting reduction in travel times between Hanover and Hamburg by at least eleven minutes contributed to achieving an NKV of 1.0, which enabled the Alpha-E , which has been optimized , to be included in the Federal Transport Infrastructure Plan as a priority project .

The expert's draft for the Deutschland-Takt , presented in October 2018, provides for a travel time of 67 minutes for the fastest long-distance trains between the main train stations in Hanover and Hamburg in 2030, without intermediate stops. There are three long-distance trains per hour and direction between Hamburg-Harburg and Hanover. The third D-Takt expert draft submitted in June 2020 envisages an "ABS / NBS Hamburg - Hanover incl. Connecting curve towards NRW".

Deutsche Bahn organizes round tables for different construction phases.

costs

Based on the planning depth of the regional planning procedure , DB Netz AG assumed the necessary investment costs of 1.3 billion euros (price as of 1999). A newspaper report from March 2008 speaks of four billion euros, and the Federal Environment Agency also considers this figure to be realistic.

Current figures for 2018 are not known. Additional costs e.g. B. as a result of possible route changes in the course of new or renewed spatial planning are to be expected.

criticism

Protest poster against the Y-route

The originally not planned mixed traffic of high-speed trains and freight traffic on the new line leads to mutual hindrances, in Hanover the passenger train lines through the main station would have to be used by freight trains as there would be no connection to the freight bypass railway . For this reason, the Y-route was changed: an extension for freight train traffic via the link with the "Hasenbahn" to the Lehrte area.

There are still strong doubts about the economic and transport benefits of the route. Critics such as Verkehrsclub Deutschland or Pro Bahn object that the desired additional capacities for freight transport can be created more quickly, more cheaply and ultimately more efficiently by expanding existing routes. The volume of passenger traffic and the reduction in travel times are too low to justify the new building. The Osthannoversche Eisenbahn (OHE) also complains that the route comes too late and is too expensive.

A study by Thomas Siefer from the University of Hanover also showed that the plans pursued around 2007 "will not lead to the necessary increase in capacity for freight transport".

Citizens' initiatives have been formed in almost all affected communities against the construction of the route, protesting, among other things, against the fragmentation of the landscape and several localities by the route (e.g. in Brockel), against the section-wise course through previously natural terrain and against the noise pollution to be expected. They are supported by environmental protection organizations and parts of regional politics.

The Nordheide Citizens 'Alliance , an amalgamation of 15 citizens' initiatives along the existing route, speaks out against a new building and in favor of expanding the existing routes. The Verkehrsclub Deutschland speaks out against an expansion. The NABU rejects different variants of the route and calls an extension of the existing line.

On October 30, 2014, the citizens' initiatives involved along the route agreed on common goals at a first joint meeting. They demand a realistic forecast as a basis for planning, an expansion before a new building as well as neutral professional advice in the course of the participation process.

literature

Web links

Individual evidence

  1. ↑ New trust is going down the drain. In: Walsroder Zeitung . (online), August 21, 2013.
  2. ↑ Michael Cordes: The big jump is missing . In: VerkehrsRundschau . No. 9 , 2014, ISSN  0341-2148 , p. 22-23 .
  3. ↑ Christoph Ehlermann: "We expect immediate participation": Municipalities protest against the information policy of the Deutsche Bahn in Y-route planning. In: Kreiszeitung / Wochenblatt Salzhausen. April 22, 2014, accessed May 3, 2014.
  4. ^ Norman Reuter: Timetable for the discussion . az-online.de, March 1, 2014.
  5. ↑ mgrobe.free.fr - Federal Transport Infrastructure Plan 2003, Part Rail, ABS / NBS Hamburg / Bremen – Hanover (Y-route)
  6. ↑ a b Y-Trasse: Extension of the validity of the state planning assessment ( Memento of May 4, 2014 in the Internet Archive ). Eurailpress , February 19, 2009.
  7. ↑ a b Citizens are involved in planning . In: Hamburger Abendblatt . No. 175 , July 30, 2014, p. 12 ( abendblatt.de ).
  8. ↑ BVU / ITP on behalf of the Federal Ministry of Transport, Building and Urban Development (BMVBS): Review of the requirement plan for the federal railways bmvbs.de ( Memento of May 25, 2012 in the Internet Archive ), Freiburg / Munich, Nov. 2010, 35 MB, Retrieved November 7, 2011
  9. ^ The further plans of the new railway. In: Bahn-Special , Die Neue Bahn . No. 1, 1991, Gera-Nova-Verlag, Munich, p. 78 f.
  10. ↑ Annual review 1992 . In: The Federal Railroad . tape 69 , no. 1 , 1993, ISSN  0007-5876 , pp. 56 .
  11. ↑ Without a source
  12. ↑ a b Fair of Variants . In: State newspaper for the Lüneburg Heath . February 28, 2015, p. 11 .
  13. ^ The Federal Minister of Transport: Federal Transport Infrastructure Plan 1992 . Reprint BMVBW April 1999 edition. Berlin 1992, p. 35-37 .
  14. ↑ Schiene , issue 1/1997, ISSN  0932-2574 , p. 43.
  15. ↑ a b c d e Even faster through Lower Saxony . In: Hamburger Abendblatt . July 6, 1999, p. 6 ( abendblatt.de ).
  16. ↑ a b c Karsten Wisser: What will happen to the Y-route? Not enough time for advice . In: Hamburger Abendblatt . tape 52 , no. 12 (?) , June 7, 1999, p. 1 .
  17. ↑ Karsten Wisser: Y-route - deadline is extended . In: Hamburger Abendblatt . tape 52 , no. 15 (?) , July 3, 1999, p. 3 .
  18. ↑ CDU opposes the Y-route . In: Hamburger Abendblatt , Harburger Rundschau . tape 52 , no. 247 , October 22, 1999.
  19. ↑ Message "Y-route": planning delayed. In: Eisenbahn-Revue International , issue 2/2001, ISSN  1421-2811 , p. 52.
  20. ^ A b Thomas Siefer, Christian Kollenberg: "Enhancing the North German Railway Network for Growing Rail Freight Transport" . Hannover, 2007, summary, pp. 2, 42 ( bauindustrie-nord.de PDF; 1.7 MB).
  21. ↑ a b Answer of the Federal Government to the small question from the MPs Dorothee Menzner, Dr. Gesine Lötzsch, Heidrun Bluhm, Lutz Heilmann and the DIE LINKE parliamentary group (PDF; 92 kB), - printed matter 16/7913 of January 28, 2008.
  22. ↑ Lower Saxony deletes the Y-route from the spatial planning. In: welt.de. May 2, 2017. Retrieved June 25, 2018 .
  23. ↑ DVV Media Group GmbH: Lower Saxony: Final "end" of the Y-route decided . In: Eurailpress . ( eurailpress.de [accessed on July 26, 2017]).
  24. ↑ Martin Kopp: The train is coming: At 300 km / h through the north . In: Die Welt (Hamburg) . tape 51 , no. 293 , December 15, 2001, ISSN  0173-8437 , p. 33 .
  25. ↑ Bahn plans alone in the north . In: the daily newspaper (Bremen) . December 15, 2001, ISSN  0931-9085 , p. 25 .
  26. ^ Klaus Ott: Bahn pushes and deletes 141 projects . In: Süddeutsche Zeitung . No. 296 , December 20, 2004, ISSN  0174-4917 , p. 24 .
  27. ^ Deutsche Bahn AG: Mehdorn confirms commitments for northern Germany . Press release of March 30, 2007.
  28. ↑ Success for Gedaschko: Y-route is coming. In: Hamburger Abendblatt , April 20, 2007.
  29. ↑ Mehdorn wants to build a Y-route in northern Germany. In: Yahoo news of August 29, 2007.
  30. ↑ Planners are tackling the Y-route . In: Die Welt , October 20, 2008.
  31. ↑ Federal Ministry of Transport, Building and Urban Development (ed.): Ramsauer: Signals for planning the Y-rail route are on green . Press release No. 346/2009 of December 4, 2009.
  32. ↑ Criticism of planning stop for Y-route does not stop . In: Die Welt , November 20, 2009.
  33. ↑ a b German Bundestag (eds.): Transport Investment Report for the year 2012. briefing by the federal government (=  printed matter . No. 18/580 ). Bundesanzeiger Verlagsgesellschaft mbH, February 18, 2014, ISSN  0722-8333 , p. 128–130 ( dipbt.bundestag.de [PDF; 66.2 MB ; accessed on February 24, 2014]).
  34. ↑ Investment framework plan 2011–2015 for the federal transport infrastructure (IRP). (PDF, 5.5 MB) (No longer available online.) Federal Ministry of Transport, Building and Urban Development, March 15, 2012, archived from the original on May 21, 2012 ; Retrieved on November 28, 2012 : “Annex 1 (Five-year plan for the expansion of federal railways 2011–2015, project list and explanations), p. 7: D. Other important projects / sub- projects Projects that are predominantly in the early planning stages. These projects can usually only be started after 2015. (...) ldf. No. 19 NBS / ABS Hamburg / Bremen – Hanover (Y – route). "
  35. ↑ Federal Ministry of Transport, Building and Urban Development: Investment framework plan up to 2010 for the federal transport infrastructure , April 2007.
  36. ↑ Grube announces new route . In: Kölnische Rundschau , July 5, 2010
  37. ^ Bahn chief Grube wants to start planning the Y-route immediately . In: Die Welt , January 23, 2010.
  38. ↑ DB Mobility Logistics AG (Ed.): Lower Saxony Railway Summit: State of Lower Saxony and Deutsche Bahn AG agree plans for the Y-route and the complete expansion of the Heidebahn . Press release from November 1, 2010.
  39. ↑ Bremen pays for the Y-route . In: Die Tageszeitung , December 20, 2010.
  40. ↑ Hamburg releases planning funds  ( page no longer available , search in web archives ). Report on Eurailpress.de from December 6, 2010.@1@ 2Template: Dead Link / www.eurailpress.de
  41. ↑ BVU / ITP on behalf of the Federal Ministry of Transport, Building and Urban Development (BMVBS): Review of the requirement plan for the federal railways bmvbs.de ( Memento from May 25, 2012 in the Internet Archive ), Freiburg / Munich, November 2010 (PDF; 35 MB), accessed Nov. 7, 2011.
  42. ↑ Federal Ministry of Transport, Building and Urban Development (BMVBS): Results of the review of the requirement plans for rail and road ( bmvbs.de ( Memento of November 21, 2010 in the Internet Archive ) PDF; 3.7 MB), November 2010, p. 11
  43. ↑ Farewell to the Y-route. In: Bahn-Report . Issue 2/2012, p. 8.
  44. ↑ Ursula Kallenbach, Jens Rein: Y-Trasse: Railway seeks dialogue with citizen groups. In: Hannoversche Allgemeine Zeitung . (Online edition), July 20, 2012.
  45. ↑ a b German Bundestag (ed.): Answer of the Federal Government to the small question of the MPs Dr. Valerie Wilms, Sven-Christian Kindler, Dorothea Steiner, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 17/8649 -: Alternatives to the Y-route. ( dipbt.bundestag.de PDF; 72 kB). Printed matter 17/8750 of February 28, 2012.
  46. ↑ a b Saskia Döhner: Bahn is examining alternatives to the Y-route. In: Hannoversche Allgemeine Zeitung . November 30, 2012 ( haz.de ).
  47. ↑ Michael Lambek: Bahn is examining alternatives to the Y, building a pure freight route and expanding existing lines. In: Weser courier . December 7, 2012, p. 15 ( weser-kurier.de ).
  48. ↑ Presentation of alternative variants to the upgraded / new line Bremen / Hamburg – Hanover. (PDF; 670 kB) Interview between the federal and state levels on February 13, 2014 in Berlin. Deutsche Bahn AG, February 14, 2014, archived from the original on February 22, 2014 ; accessed on February 17, 2014 .
  49. ^ DB Mobility Logistics AG (Ed.): Deutsche Bahn is developing alternative variants to the "Y-Trasse". Press release from February 14, 2014.
  50. ↑ Y-Trasse: Minister Lies wants to involve citizens more . In: The world . July 29, 2014, ISSN  0173-8437 , p. 30 .
  51. ^ Hannoversche Allgemeine Zeitung . (Online edition), June 10, 2010.
  52. ↑ a b Umweltbundesamt (Ed.): Rail network 2025/2030: Development concept for efficient rail freight transport in Germany. ( Memento of December 10, 2015 in the Internet Archive ) (PDF; 43.9 MB), pp. 145–151
  53. ↑ Nds. Ministry of Economics, Labor and Transport (Ed.): Meeting of the Lower Saxony State Parliament on September 9, 2010 - Item 28. Answer from Transport Minister Jörg Bode to the oral question by MEP Ursula Weisser-Roelle (LINKE). ( mw.niedersachsen.de ). Press release from September 9, 2010
  54. ↑ kirsten-luehmann.de
  55. ^ Lower Saxony Ministry of Economics, Labor and Transport: “Dialog Forum Rail North” starts in a few weeks . Press release from December 2, 2014.
  56. ↑ Wolfhart Fabarius: Y-Trasse: "Implement expansion quickly" · Passenger association calls for a quick start to construction - Schleswig-Holstein rejects plans for rail expansion. In: Daily port report . from November 5, 2015, p. 2.
  57. ^ A b c Rudolf Breimeier: Port - hinterland traffic: an unsuitable rail project . In: Eisenbahn-Revue International . No. 1 , 2016, ISSN  1421-2811 , p. 41-44 .
  58. ↑ Start - Project Advisory Board Alpha-E. In: beirat-alpha.de. Retrieved October 31, 2017 .
  59. ↑ BVWP project dossier Alpha-E BMVI, accessed on October 5, 2018
  60. ↑ BVWP project dossier Optimized Alpha-E BMVI, accessed on October 5, 2018
  61. ↑ Target timetable Germany-Takt: First expert draft long-distance traffic. (PDF) SMA und Partner , October 9, 2018, accessed on October 21, 2018 .
  62. ↑ Target timetable Germany cycle Information on the third expert draft. (PDF) In: bmvi.de. Federal Ministry of Transport and Digital Infrastructure , June 30, 2020, p. 28 , accessed on July 11, 2020 .
  63. ↑ Without a Y-route there is a risk of mega-congestion. In: Göttinger Tageblatt . March 16, 2009, archived from the original on January 16, 2009 ; accessed on July 27, 2014 .
  64. ↑ German Bundestag (eds.): Transport Investment Report for the year 2011. briefing by the federal government (=  printed matter . No. 17/12230 ). Bundesanzeiger Verlagsgesellschaft mbH, January 25, 2013, ISSN  0722-8333 , p. 128–129 ( dipbt.bundestag.de [PDF; accessed on February 14, 2013]).
  65. ↑ Der Fahrgast , 1/2007, pp. 15 f., 20.
  66. ↑ Doubts about the planned Y-route of the railway are growing . Welt Online , July 15, 2008
  67. ↑ Jörn Nolting: High blood toll on wild animals . In: General newspaper of the Lüneburg Heath . July 2014, ZDB -ID 824626-9 , p. 5 .
  68. ↑ Y-Trasse: Citizens' initiatives achieve consensus on common goals ( Memento from November 7, 2015 in the Internet Archive ). Celler Presse online, November 4, 2014.