Verden (Aller) railway station
Verden or Verden an der Aller is a railway station located in Verden an der Aller, Germany. The station was opened in 1847 and is located on the Bremen–Hanover railway and Rotenburg-Verden railway; the train services are operated by Deutsche NordWestBahn. The station has been part of the Bremen S-Bahn since December 2010; the following services call at the station: Intercity services Norddeich - Emden - Oldenburg - Bremen - Hanover - Braunschweig - Magdeburg - Leipzig / Berlin - Cottbus Regional services RE 1 Norddeich - Emden - Oldenburg - Bremen - Nienburg - Hanover Regional services RE 8 Bremerhaven-Lehe - Bremen - Nienburg - Hanover Local services RB 76 Rotenburg - Verden - Nienburg - Minden Bremen S-Bahn services RS1 Bremen-Farge - Bremen-Vegesack - Bremen - Verden The station is served by the following bus services: 108 Verden - Hilgermissen - Hoya 701 Verden - Armsen - Stemmen - Kirchlinteln 711 Verden - Dauelsen 712 Verden Town Service 713 Verden - Luttum - Kirchlinteln 714 Verden Town Service 715 Verden - Eitzel - Kirchlinteln - Bendingborstel 717 Verden - Hutbergen 718 Verden Town Service 720 Verden - Blender - Thedinghausen - Bruchhausen - Vilsen 725 Rotenburg - Hellwege - Verden 735 Verden - Dörverden - Hassel --Hoya-Eystrup 740 Bremen - Achim - Langwedel - Verden 760 Fischerhude - Ottersberg - Verden 765 Verden - Dörverden - Rethem
Cottbus Hauptbahnhof is one of the main railway stations of the German state of Brandenburg. It was called Cottbus station until 9 December 2018, it is located just south of central Cottbus. It is classified by Deutsche Bahn as a category 2 station. Cottbus station entered into operation on 13 September 1866 with the opening of the railway line from Berlin. In 1867, this line was extended to Görlitz. In 1870, the station building was inaugurated, located between the tracks as an “island station”. In the following years, other railway lines were built in the region; the Großenhainer Bahnhof was opened on the Großenhain–Cottbus railway in 1873, north of the Berliner Bahnhof. In 1880, this station was closed and the trains were diverted to the Berlin station; the building of the Großenhainer Bahnhof still serves the railway administration. In 1886, the station's new owners, the Prussian state railways, built a tunnel to connect the platforms. To the north of the station there were freight facilities.
In 1899, the Spreewald Railway was opened with its terminus on the edge of the track field north of the state station. By 1927 there were plans to build a new building on the southern side of the tracks because of the lack of space in the station building, confined on its island. However, these were not realised because of the Great Depression. In February 1945, the station building and other parts of the station were destroyed in an air raid. After the war, a barracks-like building was built for passengers to replace the destroyed building; this provisional building proved to be more and more inadequate. In the late 1960s, there were plans to build a new station building on the south side of the line. In 1970, the first preparations were made for its construction; as Cottbus was an important railway junction for freight, because of the extensive lignite mining in the region, extensive preparations had to be made before the main construction could begin. These included the duplication of several lines in the Cottbus area, in order to relieve the junction.
An additional platform was built. In 1974, work began on the new platform tunnel. After four years of construction, on 5 October 1978, the new station building went into operation. On 30 September 1989, the Lübbenau–Cottbus line was electrified, including the tracks at Cottbus station. On 16 December 1989, electrification was extended to Finsterwalde on the Halle–Cottbus line. In 1990, it was extended to Guben. In 1995, the National Garden Show was held in Cottbus. On this occasion, the entrance building was extensively expanded. At the end of November 2010, a new electronic interlocking system was put into operation at a cost of €50 million. Since all signals and crossings in the area of Cottbus station have been controlled from the control centre at Berlin-Pankow; the station is located south of central Cottbus on an east–west orientation. The original structure of the station as an island station can still be recognised by the large open area between the tracks. On this island some of the outbuildings of the temporary station built after the war have been preserved.
The station was reached from Bahnhofstraße, which runs east of the station on a bridge over the tracks. On the central island there are two platform edges on through tracks and some bay platforms on terminating tracks; the station building, built in the style of the 1970s, is on the southern side of the tracks. During the reconstruction a new “home platform” was created next to the new entrance building. Between the entrance building and the central island, there are two island platforms and another north of it. During the reconstruction, a tunnel was built from the new station building to the middle island; the original station tunnel is located about 100 metres to its west. It starts on the platform that faces the current tracks 2 and 3 and links the platforms with each other and with the northern exit on the city side, it could not, however, be extended to the new station building. To get from the station building to the northernmost platform or the northern entrance, it is necessary to change tunnels.
At the northern entrance there are waiting rooms. In front of its exit is the Spreewaldbahnhof, the starting point of the disused narrow gauge Spreewald Railway. Between the northern entrance and the platforms there are facilities for freight; these are for the most part no longer in operation, including the freight loading and unloading facilities and the container terminal. The entrance building contains a ticket office, various dining facilities, a bookstore, a shop selling local products. There are facilities for waiting in the heated concourse building. Directly in front of the entrance building is the stop for tram lines 1 and 5 and some bus lines. Tram lines 2, 3 and 4 stop east of the station at the intersection of Bahnhofstraße and Stadtring; until 2000 the station was the only passenger station in the city, so its name did not need to be distinguish it from other stations. Since a new stations has been built at Cottbus Sandow and the stations now known as Cottbus-Merzdorf and Cottbus-Willmersdorf Nord have had Cottbus added to their names.
During the renovation of the station for the National Garden Show the name on the outside facade of the station was changed from Bahnhof Cottbus to Cottbus Hauptbahnhof. Both the Verkehrsverbund Berlin-Brandenburg and the public transit system of Co
Leipzig Hauptbahnhof is the central railway terminus in Leipzig, Germany. At 83,460 square metres, it is the world's largest railway station measured by floor area, it has 19 overground platforms housed in six iron train sheds, a multi-level concourse with towering stone arches, a 298 metres long facade. Two Leipzig City Tunnel underground platforms were inaugurated in December 2013; the station is operated by DB Station&Service, a subsidiary of Deutsche Bahn, is classified as a Category 1 station, one of twenty in Germany. It functions as a large shopping centre. Train services are operated by Deutsche Bahn, S-Bahn Mitteldeutschland, Erfurter Bahn and Mitteldeutsche Regiobahn; as of 2008, Leipzig Hauptbahnhof handled an average of 120,000 passengers per day. After the opening of the Leipzig–Dresden railway line in 1839, followed by the Magdeburg-Leipzig railway one year the Leipzig–Hof railway in 1842, the Leipzig–Großkorbetha railway in 1856, Leipzig had become the most important railway junction in the Kingdom of Saxony.
Trains departed from separate termini, such as Bayerischer Bahnhof, located Southeast of the Leipzig city centre. While the city's population increased especially upon German unification in 1871, the spatial separation proved to be complicated and ineffective. By 1895, the Saxon railway lines were nationalized under the umbrella of the Royal Saxon State Railways, while the lines of the former Magdeburg–Halberstadt, Berlin-Anhalt, Halle-Sorau-Guben railway companies had been incorporated into the Prussian state railways. In 1875, plans for the establishment of a united German imperial railway organisation, as proposed by Albert von Maybach, had failed due to the antagonism of the Central German states, notably by the Saxon government. Therefore, two state railways rivalled to meet the demands of a growing transport volume in the Leipzig area. In 1898, the Leipzig city council decided on a joint terminal for Royal Saxon and Prussian state railways north of the city centre. A building contract with both organisations was signed in 1902 and an architectural competition with 76 participants was held in 1906.
The winning design by the architects William Lossow and Max Hans Kühne featured two identical domed entrance halls facing the street, one for each company. The foundation stone was laid on 16 November 1909 and the platforms were brought into operation station from 1912 onwards; when construction works finished on 4 December 1915, Leipzig Hauptbahnhof had become one of the world's largest railway stations with 26 platforms. The separate administration of the Saxon and Prussian parts of the station continued after World War I and the establishment of the nationwide Deutsche Reichsbahn railway organisation in 1920. Not until 1934 Leipzig Hauptbahnhof as a whole was assigned to the Reichsbahn directorate in Halle. By 1939, it had become one of Germany's busiest railway stations; the building was damaged by Allied bombing during World War II when during an air raid by the US Eighth Air Force on 7 July 1944 the roof over the concourse collapsed and the western entrance hall was destroyed. Numerous travellers and railway employees were killed.
Rail traffic discontinued in April 1945. After the war, train service was resumed; the hardly damaged eastern entrance hall was restored by 1949, the western hall was rebuilt to its original appearance by the Deutsche Reichsbahn railway company of East Germany in the early 1950s. The concourse, remained without a roofing, until in 1954 the East German Council of Ministers resolved upon a complete reconstruction; the full restoration of Leipzig Hauptbahnhof was finished on 4 December 1965, 50 years after its inauguration. After German reunification the station was renovated and modernized by the Deutsche Bahn AG; the concourse floor was removed and two basement levels were dug out to create a shopping mall. Other areas of the building were restored and modernized at the time; the modified station building was inaugurated on 12 November 1997. The Leipzig City Tunnel, an underground railway line between the south of Leipzig and Hauptbahnhof via the central Markt station, opened on 14 December 2013.
Further modifications of platforms and tracks are being carried out in the course of the construction of the Erfurt–Leipzig/Halle high-speed railway line, part of the European Berlin–Palermo railway axis. On the site of closed track No. 24, several historical Deutsche Reichsbahn locomotives are on display: Class 52 steam locomotive 52 5448-7 Class SVT 137 Diesel multiple unit 137 225 Class E04 AC electric locomotive E04 01 Class E44 AC electric locomotive E44 046 Class E94 AC electric locomotive E94 056 Leipzig Hauptbahnhof served as a backdrop for several films, such as Shining Through Obsession Mr. Nobody; the following services call at the station: Media related to Leipzig Hauptbahnhof at Wikimedia Commons
The Wunstorf–Bremen railway is one of the most important lines in the German state of Lower Saxony. It connects the port city of Bremen via Verden an der Aller and Nienburg to Wunstorf, where it connects with the line to Hanover; the 122.3 km-long, twin-track main line is continuously electrified. The maximum speed is 160 km/h, the maximum axle load is 22.5 tons and the line is rated as class D4 in the German system of track classification. It was opened on in 1847; the Bremen–Hanover line was built as a branch of the Hanover-Minden railway jointly by Royal Hanoverian State Railways and Bremen State Railway and opened on 15 October 1847. Contrary to Prussian wishes, the line did not begin in the Prussian border town of Minden but instead ran from the Hanoverian town of Wunstorf. Following its opening on 12 December 1847, the Wunstorf–Bremen line proved to be one of the most important railway lines in Germany, as it linked the port of Bremen and Lower Saxony to the factories of southern Germany.
It connects with the Oldenburg -- Bremen railway line. It connects with the America Line to Stendal and the Weser-Aller Railway to Minden and Rotenburg an der Wümme. Several branch connect (or once connected with the line: from Wunstorf to Stolzenau; the route is as mixed traffic route, frequented by both passenger and freight trains. There is a controversial proposal to construct a high speed Y-line connecting Hanover to Hamburg and Bremen, which would somewhat reduce passenger train times and create greater capacity for freight. All passenger services are provided by Deutsche Bahn. Passenger services operate between Bremen and Hanover on Intercity-Express run line 25 between Bremen and Munich and on Intercity line 56 between Oldenburg and Leipzig every two hours during most of the day. ICE trains stop only at Hanover Hauptbahnhofs; some ICE trains operate to or from Oldenburg. The InterCity trains stop at Nienburg. One IC service each day continues to Norddeich Mole. Regional-Express trains of line RE70 run alternately every two hours on the route between Hanover and Bremen and on the route between Hanover and Norddeich Mole, so that between Hanover and Bremen it runs hourly.
The trains stop in Wunstorf, Neustadt am Rübenberge, Eystrup, Dörverden, Verden an der Aller, Bremen-Sebaldsbrück and Bremen Hauptbahnhof. These services are operated by DB class146.1 trains at speeds up to 160 km/h hauling five or six carriages. Booster trains run between Hanover during peak travel times. In December 2011 Regio-S-Bahn Bremen/Niedersachsen was introduced between Verden and Bremen, replacing Regionalbahn trains. In December 2011 erixx replaced RB trains on the America line, now offering service between Uelzen and Bremen at 2 hour intervals; these trains only call at Achim on the Bremen -- Hanover line. In suburban Hanover services are provided by the Hanover S-Bahn. S-Bahn trains run between Seelze on separate tracks. Line S1 runs between Minden and Haste and S2 between Nienburg and Haste, each running hourly, thus providing a service every 30 minutes on the common section between Wunstorf and Hanover. In suburban Hanover Regional-Express trains of line RE60 Minden to Brunswick offer services between Wunstorf and Hanover.
Regular container trains run on the line to and from Bremerhaven. The Seelze marshalling in Hanover yard is a major node for rail freight transport in northern Germany. Between Seelze and Wunstorf freight trains use a separate freight line. Additional freight trains run between Verden and Nienburg running on the Weser-Aller Railway between Hamburg and Minden. DB Vertrieb GmbH. "Regionalverbindungen Bremen, Niedersachsen, Schleswig-Holstein". Kursbuch 2007/2008. B: 388–392, 435–442. CS1 maint: Uses editors parameter
Delmenhorst is a railway station located in Delmenhorst, Germany. The station is located on the Oldenburg -- Delmenhorst -- Hesepe railway; the train services are operated by Deutsche NordWestBahn. The station has been part of the Bremen S-Bahn since December 2010; the following services call at the station: Intercity services Norddeich - Emden - Oldenburg - Bremen - Hanover - Braunschweig - Magdeburg - Leipzig - Dresden Regional services RE 1 Norddeich - Emden - Oldenburg - Bremen - Nienburg - Hanover Local services RB 6 Osnabrück - Bramsche - Vechta - Delmenhorst - Bremen Bremen S-Bahn services RS3 Bad Zwischenahn - Oldenburg - Delmenhorst - Bremen Bremen S-Bahn services RS4 Nordenham - Hude - Delmenhorst - Bremen
Oldenburg (Oldenburg) Hauptbahnhof
Oldenburg Hauptbahnhof is the main passenger station in the city of Oldenburg in the German state of Lower Saxony. With gradual closure of other stations, including Ofenerdiek and Osternburg, it is the only passenger station in Oldenburg, it is a through station, with seven platform tracks. Its large reception hall was built in the Art Nouveau style; the first railway in the capital of the Grand Duchy of Oldenburg was the line from Oldenburg to Bremen via Delmenhorst opened by the Grand Duchy of Oldenburg State Railways on 15 July 1867. On 3 September 1867, a line was opened from Oldenburg to Heppens, financed by the Prussian government; the line was operated by the Oldenburg State Railways, which in 1913 bought the line from Prussia, placing an enormous burden on the state's budget. On 15 June 1869, the Oldenburg–Leer line was opened. On 15 October 1875, the Oldenburg State Railways opened the Oldenburg–Osnabrück line; the first Oldenburg station was planned to be built in today's Cäcilienplatz.
In 1868, it became clear. Therefore, the project was never realized. Instead, a converted freight shed served as Oldenburg's station for twelve years. On 21 May 1879, the Central Station was inaugurated as the first "real" station in Oldenburg at the site of the present station, it was a neo-Gothic building designed by the renowned architect Conrad Wilhelm Hase. It was considered one of the most romantic railway buildings in Germany. Today's Oldenburg station was inaugurated on 3 August 1915 without much ceremony after four years of construction; the magnificent Art Nouveau building was designed by Friedrich Mettegang. A separate building was planned for the Grand Duke of Oldenburg to board trains, called Prince Hall; as part of the new building the tracks were raised by about 3.25 meters. The building was placed at the edge of the tracks, so that the station could be rebuilt as a through station. Up to that time, travellers who wanted to continue past Oldenburg had to change trains. In 1992 the line was electrified from Oldenburg to Leer.
The station's track 1 is next to the main building and it has three Island platforms, numbered as tracks 3/4, 5/6 and 7/8. Track 2 is a through track without a platform; the following services call at the station: Intercity Express services Oldenburg - Bremen - Hanover - Wolfsburg - Berlin Intercity Express services Oldenburg - Bremen - Hanover - Kassel - Frankfurt Intercity Express services Oldenburg - Bremen - Hanover - Kassel - Würzburg – Nürnberg – Ingolstadt – Munich Intercity services Norddeich - Emden - Oldenburg - Bremen - Hanover - Braunschweig - Magdeburg - Leipzig / Berlin - Cottbus Regional services RE 1 Norddeich - Emden - Oldenburg - Bremen - Nienburg - Hanover Regional services RE 18 Wilhelmshaven - Varel - Oldenburg - Cloppenburg - Bramsche - Osnabrück Bremen S-Bahn services RS3 Bad Zwischenahn - Oldenburg - Delmerhorst - BremenThe main long-distance service through Oldenburg is an InterCity service operating at two-hour intervals to Leipzig via Hanover. In addition, Intercity-Express trains operate once a day on several routes.
Track plan of Oldenburg Hbf from Deutschen Bahn site Images of the old Centralbahnhof
München Hauptbahnhof is the main railway station in the city of Munich, Germany. It is one of the three long distance stations in Munich, the others being München Ost and München-Pasing. München Hauptbahnhof sees about 450,000 passengers a day, which puts it on par with other large stations in Germany, such as Hamburg Hauptbahnhof and Frankfurt Hauptbahnhof, it is classified by Deutsche Bahn as a category 1 station, one of 21 in Germany and two in Munich, the other being München Ost. The mainline station is a terminal station with 32 platforms; the subterranean S-Bahn with 2 platforms and U-Bahn stations with 6 platforms are through stations. The first Munich station was built about 800 metres to the west in 1839. A station at the current site was opened in 1849 and it has been rebuilt numerous times, including to replace the main station building, badly damaged during World War II; the station is located close to Munich's city centre in the north of the borough of Ludwigsvorstadt-Isarvorstadt.
The main entrance to the east of the station is via the Prielmayerstraße or Bayerstraße to Karlsplatz. In the station forecourt in front of the main entrance are tram stops on several lines; the station is bordered to the north by the Arnulfstraße and to the west by Paul-Heyse-Straße, which passes through a tunnel near the end of the platforms. The station is bordered to the south by Bayerstraße; the station precinct ends at Donnersbergerbrücke. During the industrialisation of the mid-19th century a new, more efficient system was needed to accelerate the transport of passengers and goods. Horse-drawn carts on the poor roads were no longer sufficient; as a solution, the construction of a railway, as was being developed in England, was considered. However, the Bavarian King, Ludwig I preferred the extension of canals. Construction of railways was left to private associations. After the opening of the 6 km-long railway from Nuremberg to Fürth on 28 November 1835, interested citizens founded railway committees in Munich and Augsburg.
The two committees soon joined together to facilitate the construction of a railway line from Augsburg to Munich. The two major cities would be connected by a faster service than could be provided by stagecoach over a distance that in 1835 was measured as 17 Poststunden, equivalent to about 63 km. Based on the travel speed of a locomotive, a railway could be expected to reduce travel time to one-third of a stage coach's time; the railway committee commissioned a state official to plan the approximate route of the line. The state was to build the railway; the government turned down the proposal, but indicated that Bavaria would financially support its construction. Joseph Anton von Maffei founded the Munich-Augsburg Railway Company as a private company on 23 July 1837. After further support from shareholders had been found, construction began in the spring of 1838. In 1838, the initial planning began for the station in Munich; the Planning Director of the Munich–Augsburg railway, Ulrich Himbsel, his deputy, Joseph Pertsch, proposed a railway layout with an entrance building and a warehouse for freight.
Behind the entrance building, a semicircular building was followed by four radially arranged halls. This was based on English models. Joseph Pertsch preferred a location on today's Sonnenstraße, while Ulrich Himbsel favoured a station at Spatzenstraße; this would have been at the location of the current station. The Munich-Augsburg railway company could not afford the land on either site. A temporary wooden building was put into operation with the opening of the first section of the line from Munich to Lochhausen on the Munich–Augsburg line on 1 September 1839; this station was built in Marsfeld at the present site of Hackerbrücke. It consisted of two toll booths. In the entrance building there were several work spaces. Attached to this building there was a 75.4 × 15.37 metre wide station hall with two tracks with a turntable at the end of each. There was a locomotive workshop in the station area. A year on 4 October 1840, the entire line to Augsburg was opened; the line was used by about 400 passengers daily.
The first complaints were made about the location of the station in 1841. The station was too far from the city centre, so the trip to the station was too costly; the wooden building was considered to be too small for a city like Munich and not impressive. King Ludwig commissioned the architect Friedrich von Gärtner to redesign the station in 1843, it would be closer to the city centre. When, in 1844, the Munich-Augsburg Railway Company was nationalised, the first steps for the realisation of a new station building were carried out. Three new plans were presented; the station under the first option would have been at the shooting range, under the second option it would have been on the Marsfeld plain and under the third it would have been on Sonnenstraße. In the following years, the state and the city could not choose between the three proposals; the station suffered a major fire on 4 April 1847. No one was injured. Parts of the freight and operations facilities were destroyed; the decision on where to construct a new station had to be taken now.
On 5 April 1847, the king of Bavaria decided to build the new station at the shooting range. The station at Marsfeld was to be restored in the autumn of 1847 to serve until the completion of the new station. Due to a delay in the construction, the tracks were extended