Halle (Saale) Hauptbahnhof is the main railway station in the city of Halle (Saale) in southern part of the German state of Saxony-Anhalt . The station is situated east of the city centre and is a category 2 station.
115-459: S-Bahn Mitteldeutschland represents an enlargement of the previous Leipzig-Halle S-Bahn . It is an electric rail public transit system operating in the metropolitan area of Leipzig-Halle, Germany . This S-Bahn (German abbreviation for Stadtschnellbahn - literally, "urban rapid [rail]road") network developed from two separate S-Bahn networks of Halle (Saale) and Leipzig , which were established separately in 1969 and then linked in 2004. With
230-435: A Europe-wide tender for a package that included, among other things, the dismantling of 28 kilometres of track and 71 sets of points as well as the construction of 22 kilometres of track and 150 sets of points. The measures would be implemented between August 2014 and March 2017. Four kilometres of track and 54 new points went into operation on 28 November 2015 as part of a five-day full closure. This made it possible to bypass
345-556: A cost of around €400 million. The ground-breaking ceremony for the construction of the new Halle train formation facility, which cost €146 million, took place on 26 September 2012. A second stage of the development area included the northern connection of the Berlin–Halle/Leipzig line (project VDE 8.3) and the renewal of the track and catenary systems in the station area. Two new electronic interlockings replaced 20 old interlockings. The associated financing agreement for €252 million
460-469: A former locomotive track, receiving a platform canopy. It has barrier-free access from Ernst-Kamieth-Straße. Städteexpress ("city express") trains stopped in Halle from 1976 to 1993. In 1967/68, the station hall received an aluminium curtain wall in the style of the architecture of the time, which gave the entrance building from the station forecourt a typical socialist modernist appearance. This curtain wall
575-573: A higher total efficiency. Electricity for electric rail systems can also come from renewable energy , nuclear power , or other low-carbon sources, which do not emit pollution or emissions. Electric locomotives may easily be constructed with greater power output than most diesel locomotives. For passenger operation it is possible to provide enough power with diesel engines (see e.g. ' ICE TD ') but, at higher speeds, this proves costly and impractical. Therefore, almost all high speed trains are electric. The high power of electric locomotives also gives them
690-467: A historical concern for double-stack rail transport regarding clearances with overhead lines but it is no longer universally true as of 2022 , with both Indian Railways and China Railway regularly operating electric double-stack cargo trains under overhead lines. Railway electrification has constantly increased in the past decades, and as of 2022, electrified tracks account for nearly one-third of total tracks globally. Railway electrification
805-598: A locomotive and second-generation control cars produced in 1992. For the S10, new double-deck coaches were acquired in 2004. These used to be usually used only on this line. Before the completion of all Talent 2 electric multiple units, the Deutsche Bahn enlisted the use of Class 182 locomotives coupled with Doppelstockwagen 's to perform S-Bahn services. Although the locomotive had a top speed of 230 km/h (140 mph), they were limited to 160 km/h (99 mph) by
920-413: A new redesign of Riebeckplatz and the area surrounding the station. In 2002, the station building was extensively renovated, rebuilt and equipped with areas for shops. Between 2005 and 2011, the southern approach was extensively rebuilt over a length of five kilometres to integrate the new Erfurt–Leipzig/Halle line then under construction. Further upgrades for the Halle railway junction were planned at
1035-415: A newly built 140 metres (459 ft 4 in)-long center-platform directly below Prager Straße, stairs and an elevator. This is considered to provide additional access to the old fairgrounds. Also Leipzig-Stötteritz was completely rebuilt over Papiermühlstraße with new bridges and a three-track system. This station replaced a single-track reversing system on which train can change direction or turned off
1150-537: A number of European countries, India, Saudi Arabia, eastern Japan, countries that used to be part of the Soviet Union, on high-speed lines in much of Western Europe (including countries that still run conventional railways under DC but not in countries using 16.7 Hz, see above). Most systems like this operate at 25 kV, although 12.5 kV sections exist in the United States, and 20 kV
1265-457: A power grid that is delivered to a locomotive, and within the locomotive, transformed and rectified to a lower DC voltage in preparation for use by traction motors. These motors may either be DC motors which directly use the DC or they may be three-phase AC motors which require further conversion of the DC to variable frequency three-phase AC (using power electronics). Thus both systems are faced with
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#17327654368001380-498: A relative lack of flexibility (since electric trains need third rails or overhead wires), and a vulnerability to power interruptions. Electro-diesel locomotives and electro-diesel multiple units mitigate these problems somewhat as they are capable of running on diesel power during an outage or on non-electrified routes. Different regions may use different supply voltages and frequencies, complicating through service and requiring greater complexity of locomotive power. There used to be
1495-481: A separate fourth rail for this purpose. In comparison to the principal alternative, the diesel engine , electric railways offer substantially better energy efficiency , lower emissions , and lower operating costs. Electric locomotives are also usually quieter, more powerful, and more responsive and reliable than diesel. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns
1610-540: A single ride costing 50 Pfennig , a short distance ride up to five stations costing 30. Changing to transportation run by the Leipziger Verkehrsbetriebe (LVB), or motorized transport required a new ticket, although combined monthly tickets were issued. In contrast, a single ride ticket in the city of Berlin (with transfer) only cost 20 Pfennig and the rides on the LVB could be as low as 16.7 Pfennig, with
1725-658: A special hourly service to the Leipzig/Halle Airport . It was not necessary to introduce a special tariff because of the existence of the Mitteldeutschen Verkehrsverbundes since August 2001. In the times of the German Democratic Republic , Leipzig had three lines designated A, B and C. These were later changed to S 1, S 2 and S 3. The S 2 line (known as the "Forest Railway") was shut down in 2002. The S 1 line
1840-418: A third rail. The key advantage of the four-rail system is that neither running rail carries any current. This scheme was introduced because of the problems of return currents, intended to be carried by the earthed (grounded) running rail, flowing through the iron tunnel linings instead. This can cause electrolytic damage and even arcing if the tunnel segments are not electrically bonded together. The problem
1955-448: A top speed of 160 km/h (99 mph) and are decorated in silver and green, not in the typical "traffic-light red" of the Deutsche Bahn. The total investment in the new trains was about 200 million euro. Talent 2 trains are also used in central Germany on the RE routes from Leipzig to Dresden and Leipzig and Cottbus . Railway electrification system Railway electrification is
2070-411: Is derived by using resistors which ensures that stray earth currents are kept to manageable levels. Power-only rails can be mounted on strongly insulating ceramic chairs to minimise current leak, but this is not possible for running rails, which have to be seated on stronger metal chairs to carry the weight of trains. However, elastomeric rubber pads placed between the rails and chairs can now solve part of
2185-451: Is effected by one contact shoe each that slide on top of each one of the running rails . This and all other rubber-tyred metros that have a 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ) standard gauge track between the roll ways operate in the same manner. Railways and electrical utilities use AC as opposed to DC for the same reason: to use transformers , which require AC, to produce higher voltages. The higher
2300-526: Is electrified, companies often find that they need to continue use of diesel trains even if sections are electrified. The increasing demand for container traffic, which is more efficient when utilizing the double-stack car , also has network effect issues with existing electrifications due to insufficient clearance of overhead electrical lines for these trains, but electrification can be built or modified to have sufficient clearance, at additional cost. A problem specifically related to electrified lines are gaps in
2415-486: Is limited and losses are significantly higher. However, the higher voltages used in many AC electrification systems reduce transmission losses over longer distances, allowing for fewer substations or more powerful locomotives to be used. Also, the energy used to blow air to cool transformers, power electronics (including rectifiers), and other conversion hardware must be accounted for. Standard AC electrification systems use much higher voltages than standard DC systems. One of
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#17327654368002530-778: Is no longer exactly one-third of the grid frequency. This solved overheating problems with the rotary converters used to generate some of this power from the grid supply. In the US , the New York, New Haven, and Hartford Railroad , the Pennsylvania Railroad and the Philadelphia and Reading Railway adopted 11 kV 25 Hz single-phase AC. Parts of the original electrified network still operate at 25 Hz, with voltage boosted to 12 kV, while others were converted to 12.5 or 25 kV 60 Hz. In
2645-449: Is on the intersection of railway links from Berlin to Erfurt and Dresden to Magdeburg. InterCity (IC) and Intercity-Express (ICE) trains stop at the station. Halle is linked to the surrounding area with local services on the RB, RE and S-Bahn lines as well as other cities such as Kassel or Eisenach. The station is accessible from several major roads. A fast road ( An der Magistrale ) links
2760-487: Is one of the most important transport hubs in the state of Saxony-Anhalt . It is a stop for long-distance and regional services. In addition, it is part of the S-Bahn Mitteldeutschland network and is served by the trams and buses that are part of the city's public transport. Halle is an 'island station', i.e. it is located between the main sets of tracks. It has 13 platforms, of which 10 are covered by
2875-447: Is sufficient traffic, the reduced track and especially the lower engine maintenance and running costs exceed the costs of this maintenance significantly. Newly electrified lines often show a "sparks effect", whereby electrification in passenger rail systems leads to significant jumps in patronage / revenue. The reasons may include electric trains being seen as more modern and attractive to ride, faster, quieter and smoother service, and
2990-436: Is supplied to moving trains with a (nearly) continuous conductor running along the track that usually takes one of two forms: an overhead line , suspended from poles or towers along the track or from structure or tunnel ceilings, or a third rail mounted at track level and contacted by a sliding " pickup shoe ". Both overhead wire and third-rail systems usually use the running rails as the return conductor, but some systems use
3105-410: Is that the power-wasting resistors used in DC locomotives for speed control were not needed in an AC locomotive: multiple taps on the transformer can supply a range of voltages. Separate low-voltage transformer windings supply lighting and the motors driving auxiliary machinery. More recently, the development of very high power semiconductors has caused the classic DC motor to be largely replaced with
3220-894: Is the countrywide system. 3 kV DC is used in Belgium, Italy, Spain, Poland, Slovakia, Slovenia, South Africa, Chile, the northern portion of the Czech Republic, the former republics of the Soviet Union , and in the Netherlands on a few kilometers between Maastricht and Belgium. It was formerly used by the Milwaukee Road from Harlowton, Montana , to Seattle, across the Continental Divide and including extensive branch and loop lines in Montana, and by
3335-580: Is the development of powering trains and locomotives using electricity instead of diesel or steam power . The history of railway electrification dates back to the late 19th century when the first electric tramways were introduced in cities like Berlin , London , and New York City . In 1881, the first permanent railway electrification in the world was the Gross-Lichterfelde Tramway in Berlin , Germany. Overhead line electrification
3450-838: Is used on some narrow-gauge lines in Japan. On "French system" HSLs, the overhead line and a "sleeper" feeder line each carry 25 kV in relation to the rails, but in opposite phase so they are at 50 kV from each other; autotransformers equalize the tension at regular intervals. Various railway electrification systems in the late nineteenth and twentieth centuries utilised three-phase , rather than single-phase electric power delivery due to ease of design of both power supply and locomotives. These systems could either use standard network frequency and three power cables, or reduced frequency, which allowed for return-phase line to be third rail, rather than an additional overhead wire. The majority of modern electrification systems take AC energy from
3565-875: The DDR -era have been largely replaced by electric multiple unit Bombardier Talent 2 trains, but some older trains are still used during rush hour . It is operated by DB Regio Südost, Verkehrsbetrieb Mitteldeutschland mainly on behalf of Zweckverband für den Nahverkehrsraum Leipzig (ZVNL) and Nahverkehrsservicegesellschaft Sachsen-Anhalt GmbH (nasa), but also another four public transport authorities in Saxony , Thuringia (Nahverkehrsservicegesellschaft Thüringen) and Brandenburg ( Verkehrsverbund Berlin-Brandenburg ). The Europe-wide call for tender took place in August 2008, with service intended to begin in December 2011. But
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3680-656: The Delaware, Lackawanna and Western Railroad (now New Jersey Transit , converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz. DC voltages between 600 V and 750 V are used by most tramways and trolleybus networks, as well as some metro systems as the traction motors accept this voltage without
3795-711: The HSL-Zuid and Betuwelijn , and 3,000 V south of Maastricht . In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system (1650 V DC). In the United Kingdom, 1,500 V DC was used in 1954 for the Woodhead trans-Pennine route (now closed); the system used regenerative braking , allowing for transfer of energy between climbing and descending trains on
3910-701: The Innovia ART system. While part of the SkyTrain network, the Canada Line does not use this system and instead uses more traditional motors attached to the wheels and third-rail electrification. A few lines of the Paris Métro in France operate on a four-rail power system. The trains move on rubber tyres which roll on a pair of narrow roll ways made of steel and, in some places, of concrete . Since
4025-644: The RE-line Magdeburg - Dessau -Leipzig, the tender also included the extended line S2 and the new S8 line. This tender as well was won by DB Regio . Due to ongoing construction works at Halle (Saale) Hauptbahnhof , proposed lines S8 und S9 will start service at a later date. (6.00–8.00, 14.00–18.00) Only some trains stop in Lehndorf (Altenburg), Ponitz, Schweinsburg-Culten, Werdau Nord, Steinpleis and Lichtentanne (Sachs). Peak hour = 5.00 – 9.00 and 14.00 – 19.00 The following lines constitute
4140-565: The S-Bahn Mitteldeutschland network as of 10 December 2017: The following lines constitute the S-Bahn Mitteldeutschland network since 11 December 2016: The additional trains of the S1 running between Leipzig Messe and Leipzig-Stötteritz were renamed in S11 , but were cancelled from September 2017 until December 2017 due to constructions works in the Leipzig area. The following lines constituted
4255-401: The S-Bahn Mitteldeutschland network from since 13 December 2015 until 10 December 2016: The system is run on a 30-minute basic schedule on each line. On external branches, such as Borna – Geithain (hourly) , Taucha – Hoyerswerda (every two hours) , Wurzen – Oschatz – Riesa (very few services a day, only at times when other regular services are not running) services are less frequent. On
4370-636: The Southern Railway serving Coulsdon North and Sutton railway station . The lines were electrified at 6.7 kV 25 Hz. It was announced in 1926 that all lines were to be converted to DC third rail and the last overhead-powered electric service ran in September 1929. AC power is used at 60 Hz in North America (excluding the aforementioned 25 Hz network), western Japan, South Korea and Taiwan; and at 50 Hz in
4485-461: The United States , the New York, New Haven and Hartford Railroad was one of the first major railways to be electrified. Railway electrification continued to expand throughout the 20th century, with technological improvements and the development of high-speed trains and commuters . Today, many countries have extensive electrified railway networks with 375 000 km of standard lines in
4600-718: The DB for its calculation on the basis that the proposed vehicle - the Bombardier Talent 2 - had not yet been approved. In mid-2011, the Transportation Service Company of Saxony-Anhalt , NASA , announced the tender of the second stage of the S-Bahn Mitteldeutschland network. Starting from December 2015, the transport company which won the tender would provide service for nine years. In addition to various regional railway lines and
4715-699: The Doppelstockwagen. Once the delivery of the Talent 2 units had been fulfilled, these locomotives returned to universal work across the Deutsche Bahn, however some are occasionally used as additional S-Bahn services. In December 2013, the S-Bahn Mitteldeutschland GmbH ordered a total of 51 Bombardier Talent 2 electric multiple units for passenger service, and a further 29 units in 2016. 55 trains have three sections, 15 have four sections, and 10 have 5 sections. The new vehicles have
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4830-516: The Hauptbahnhof to the west of the city (Neustadt, Nietleben and Dölau districts) and the B ;80 links it to the western outskirts of Halle (Halleschen Vorland (West)). The public transport system is provided by HAVAG . Tram routes 2, 4, 5, 7, 9, 10 and 12 and bus routes 30 and 44 all stop at the station, as do OBS buses. The Halle (Saale) marshalling yard on both sides of the tracks to
4945-660: The Magdeburg-Leipzig Railway Company to Leipzig-Wahren . The existing RegionalBahn line 56 via Wiederitzsch was replaced by the S-Bahn line. As a result, the travel time of 36 minutes is unchanged, despite five stops being added. Since the 5 December, the RB 56 route has been reactivated in a trial run with passengers. In addition, the RegionalExpress line 5 trains took over the role of an "Express S-Bahn" which has run since 30 June 2003, in
5060-717: The Netherlands, New Zealand ( Wellington ), Singapore (on the North East MRT line ), the United States ( Chicago area on the Metra Electric district and the South Shore Line interurban line and Link light rail in Seattle , Washington). In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway ). In the Netherlands it is used on the main system, alongside 25 kV on
5175-467: The S 2, S 4 and S 5 trains stop here. Also planned are stations on Essener Straße and Mockauer Straße, but these will not be realized until later. In addition, Taucha train station will be completely rebuilt. It will also be relatively complex to complete the southeast connection Gaschwitz - Engelsdorf along Leipzig–Hof railway . On the route towards Engelsdorf , the previous S-Bahn stop Leipzig-Völkerschlachtdenkmal has been abandoned and replaced by
5290-702: The S3 of the Mitteldeutschland S-Bahn and the Harz-Elbe-Express. Platforms 4 to 7 (previously 3 to 6) went back into service on 2 December 2019. The junction was partially blockaded from 25 November to 28 November 2019 (morning) and then completely blockaded until 2 December 2019 (morning). Tracks 1 to 3 (previously 1a, 1 and 2) were then rebuilt, and during the last full closure of the junction between 14 and 17 January 2021, they were returned to operation on 17 January 2021, 6 p.m. This ended
5405-745: The UK, the London, Brighton and South Coast Railway pioneered overhead electrification of its suburban lines in London, London Bridge to Victoria being opened to traffic on 1 December 1909. Victoria to Crystal Palace via Balham and West Norwood opened in May 1911. Peckham Rye to West Norwood opened in June 1912. Further extensions were not made owing to the First World War. Two lines opened in 1925 under
5520-494: The ability to pull freight at higher speed over gradients; in mixed traffic conditions this increases capacity when the time between trains can be decreased. The higher power of electric locomotives and an electrification can also be a cheaper alternative to a new and less steep railway if train weights are to be increased on a system. On the other hand, electrification may not be suitable for lines with low frequency of traffic, because lower running cost of trains may be outweighed by
5635-516: The advantages of raising the voltage is that, to transmit certain level of power, lower current is necessary ( P = V × I ). Lowering the current reduces the ohmic losses and allows for less bulky, lighter overhead line equipment and more spacing between traction substations, while maintaining power capacity of the system. On the other hand, the higher voltage requires larger isolation gaps, requiring some elements of infrastructure to be larger. The standard-frequency AC system may introduce imbalance to
5750-504: The beginning of July 2016, taking inflation into account. During the conversion, the short cantilever roof in the stair area of platform 11/12 (after the conversion 12/13), which was built during the Second World War, was completely omitted. Signal box Hp 5 built on a bridge located in the southern approach to the station was a distinctive landmark of the station. It was an electromechanical signal box built in 1912. The building
5865-589: The city and joining in the south in Markkleeberg . This distinctive heart-shape was driven as a circular line in both directions, which ran to Gaschwitz in the south. Later lines were built out to Wurzen in the east and Grünau in the West. On 29 February 1968, the Leipzig Bezirk government decided to build an S-Bahn network. Already at the spring trade fair , the "S-Bahn-style rapid transit" system
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#17327654368005980-402: The city for a length of 3.9 kilometres (2.4 mi) and is up to 25 metres (82 ft 0 in) deep. The tunnels form the main route of S-Bahn lines S1 to S5, servicing four stations built along the tunnel: Hauptbahnhof Tief (a "deep" section of the main station ), Markt , Wilhelm-Leuschner-Platz and Bayerischer Bahnhof as well as the station Leipzig MDR/Semmelweisstraße where
6095-532: The common sections, such as Leipzig-Messe – Leipzig City Tunnel – Markkleeberg-Gaschwitz (S2, S3, S5, S5X) and Leipzig-Nord – Leipzig City Tunnel – Leipzig-Stötteritz (S1 and S4), line overlaps result in compressed train frequencies. Through the area of the City Tunnel, the S-Bahn trains run as frequently as every 5 minutes. It was run on a 30-minute basic schedule. On external branches, such as Taucha–Hoyerswerda and Borna–Geithain, services were less frequent. On
6210-475: The common sections, such as Leipzig-Messe–Gaschwitz (S2, S4, S5, S5X) and Leipzig-Gohlis–Leipzig-Stötteritz (S1 and S3), line overlaps resulted in compressed train frequencies. Through the area of the City Tunnel, the S-Bahn trains run as frequently as every 5 minutes. The roots of S-Bahn Mitteldeutschland go back to two separate S-Bahn networks in Halle and Leipzig, which were established separately in 1969 and then linked in 2004. The Halle network used to connect
6325-410: The distance they could transmit power. However, in the early 20th century, alternating current (AC) power systems were developed, which allowed for more efficient power transmission over longer distances. In the 1920s and 1930s, many countries worldwide began to electrify their railways. In Europe, Switzerland , Sweden , France , and Italy were among the early adopters of railway electrification. In
6440-434: The east side, which was to be rebuilt first. In the 2016 annual timetable, the east side of the main station was closed for a year and rebuilt; the west side was to follow in the 2017 annual timetable. The conversion was to be completed in 2018. Deutsche Bahn announced a construction delay on 2 May 2016. The condition of the tracks on the eastern side turned out to be worse than expected. This would now not be completed until
6555-448: The electrification. Electric vehicles, especially locomotives, lose power when traversing gaps in the supply, such as phase change gaps in overhead systems, and gaps over points in third rail systems. These become a nuisance if the locomotive stops with its collector on a dead gap, in which case there is no power to restart. This is less of a problem in trains consisting of two or more multiple units coupled together, since in that case if
6670-514: The end of 2017 and the west side would then be rebuilt by the end of 2019. An additional temporary platform and additional switch connections would improve the quality of operations. This temporary platform 13a was built on the track of the freight bypass route 6349 (Halle Gbf, Hg12 – Halle Hbf Al). During the reconstruction of the eastern side, it was only accessible via Delitzscher Straße. The costs for two construction phases, which were awarded in August 2014 for €49 million, increased to €84 million at
6785-404: The end of funding. Most electrification systems use overhead wires, but third rail is an option up to 1,500 V. Third rail systems almost exclusively use DC distribution. The use of AC is usually not feasible due to the dimensions of a third rail being physically very large compared with the skin depth that AC penetrates to 0.3 millimetres or 0.012 inches in a steel rail. This effect makes
6900-591: The experiment was curtailed. In 1970 the Ural Electromechanical Institute of Railway Engineers carried out calculations for railway electrification at 12 kV DC , showing that the equivalent loss levels for a 25 kV AC system could be achieved with DC voltage between 11 and 16 kV. In the 1980s and 1990s 12 kV DC was being tested on the October Railway near Leningrad (now Petersburg ). The experiments ended in 1995 due to
7015-500: The fact that electrification often goes hand in hand with a general infrastructure and rolling stock overhaul / replacement, which leads to better service quality (in a way that theoretically could also be achieved by doing similar upgrades yet without electrification). Whatever the causes of the sparks effect, it is well established for numerous routes that have electrified over decades. This also applies when bus routes with diesel buses are replaced by trolleybuses. The overhead wires make
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#17327654368007130-569: The first station in Halle, which was subsequently (1845 to 1847) rebuilt again to form a junction with the Thuringian Railway . The unusual feature of the route between Magdeburg and Leipzig was that it was the first cross-border railway link (from Prussia through Anhalt-Köthen to Saxony ). As further routes were added the station soon became too small, but could not be expanded because the various railway companies could not agree an overall concept. Not until 8 October 1890, after
7245-1012: The general power grid. This is especially useful in mountainous areas where heavily loaded trains must descend long grades. Central station electricity can often be generated with higher efficiency than a mobile engine/generator. While the efficiency of power plant generation and diesel locomotive generation are roughly the same in the nominal regime, diesel motors decrease in efficiency in non-nominal regimes at low power while if an electric power plant needs to generate less power it will shut down its least efficient generators, thereby increasing efficiency. The electric train can save energy (as compared to diesel) by regenerative braking and by not needing to consume energy by idling as diesel locomotives do when stopped or coasting. However, electric rolling stock may run cooling blowers when stopped or coasting, thus consuming energy. Large fossil fuel power stations operate at high efficiency, and can be used for district heating or to produce district cooling , leading to
7360-411: The high cost of the electrification infrastructure. Therefore, most long-distance lines in developing or sparsely populated countries are not electrified due to relatively low frequency of trains. Network effects are a large factor with electrification. When converting lines to electric, the connections with other lines must be considered. Some electrifications have subsequently been removed because of
7475-490: The high-speed lines was intended to take place between 2015 and 2017 and the station itself was to be rebuilt in 2016 and 2017. The project, which was repeatedly postponed for financial reasons, was considered the largest infrastructure project by Deutsche Bahn in Saxony-Anhalt. The maximum speed allowed in the station area was increased from 40 to 160 km/h. At the beginning of December 2013, Deutsche Bahn put out
7590-497: The losses (saving 2 GWh per year per 100 route-km; equalling about €150,000 p.a.). The line chosen is one of the lines, totalling 6000 km, that are in need of renewal. In the 1960s the Soviets experimented with boosting the overhead voltage from 3 to 6 kV. DC rolling stock was equipped with ignitron -based converters to lower the supply voltage to 3 kV. The converters turned out to be unreliable and
7705-422: The maximum power that can be transmitted, also can be responsible for electrochemical corrosion due to stray DC currents. Electric trains need not carry the weight of prime movers , transmission and fuel. This is partly offset by the weight of electrical equipment. Regenerative braking returns power to the electrification system so that it may be used elsewhere, by other trains on the same system or returned to
7820-415: The nationalisation of one company and a five-year construction period could the new passenger station be opened. The station concourse was spared major bomb damage during the Second World War, although the first and second class dining room sustained damage from a light bomb attack. The S-Bahn was opened in 1967 and a new platform was added on the west side. It was built outside the western platform hall on
7935-402: The need for overhead wires between those stations. Maintenance costs of the lines may be increased by electrification, but many systems claim lower costs due to reduced wear-and-tear on the track from lighter rolling stock. There are some additional maintenance costs associated with the electrical equipment around the track, such as power sub-stations and the catenary wire itself, but, if there
8050-418: The new central German S-Bahn network was the City Tunnel in Leipzig, a twin bore railway tunnel running underneath the city centre of Leipzig. The project also included the refurbishment of some stations and electrification of some sections. The cost of this project was estimated at 570 million euros in 2002, however in 2010 it was announced the cost had increased to 960 million euros. The tunnel crosses through
8165-478: The northern district of Trotha in a U-shaped route through the main train station with the residential suburb of Halle-Neustadt on the western bank of the Saale and then on to the last stop Halle-Dölau . Meanwhile, the track section from Halle-Nietleben to Halle-Dölau has been abandoned. The Leipzig route network started northward from the main train station (a terminal station ) going around on both sides of
8280-545: The opening of the Leipzig City Tunnel on 15 December 2013 as a new artery, the network was extended for the first time to the federal states of Thuringia and Brandenburg . With a system length of 802 km (498 mi), it is the largest S-Bahn network in Germany, displacing the long-time title holder Rhine-Ruhr S-Bahn from that position. The locomotive -hauled double-decker trains partly dating back to
8395-505: The phase separation between the electrified sections powered from different phases, whereas high voltage would make the transmission more efficient. UIC conducted a case study for the conversion of the Bordeaux-Hendaye railway line (France), currently electrified at 1.5 kV DC, to 9 kV DC and found that the conversion would allow to use less bulky overhead wires (saving €20 million per 100 route-km) and lower
8510-557: The platforms in Leipzig-Plagwitz had been moved directly north to Karl-Heine-Straße and received new entrances. Renewal work was also undertaken on the route Leipzig-Leutzsch–Bad Dürrenberg along Leipzig–Großkorbetha railway . Construction is already complete on the new S-Bahn line from Halle (Saale) Hauptbahnhof via Schkeuditz to Leipzig Hauptbahnhof , which already received several new stops such as Leipzig-Slevogtstraße and Schkeuditz West by 2004. From October 2008 until
8625-508: The problem by insulating the running rails from the current return should there be a leakage through the running rails. The Expo and Millennium Line of the Vancouver SkyTrain use side-contact fourth-rail systems for their 650 V DC supply. Both are located to the side of the train, as the space between the running rails is occupied by an aluminum plate, as part of stator of the linear induction propulsion system used on
8740-495: The remaining S 1 line between Leipzig Miltitzer Allee and Leipzig Hauptbahnhof was cancelled on 30 April 2011. As a replacement, two bus routes and additional tram services are being offered by the LVB. The S 1 line was to be reopened with finishing the City-Tunnel Leipzig and opening the new S-Bahn Mitteldeutschland network in December 2013. The S-Bahn Leipzig-Halle, which was operated by DB Regio then, comprised
8855-465: The resistance per unit length unacceptably high compared with the use of DC. Third rail is more compact than overhead wires and can be used in smaller-diameter tunnels, an important factor for subway systems. The London Underground in England is one of few networks that uses a four-rail system. The additional rail carries the electrical return that, on third-rail and overhead networks, is provided by
8970-570: The revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation. Six of the most commonly used voltages have been selected for European and international standardisation. Some of these are independent of the contact system used, so that, for example, 750 V DC may be used with either third rail or overhead lines. There are many other voltage systems used for railway electrification systems around
9085-472: The route south towards Gaschwitz , the station Leipzig-Connewitz was expanded to three tracks and received a new pedestrian bridge and access platform. The station Markkleeberg Nord was newly built, the stations Markkleeberg , Markkleeberg-Großstädteln and Markleeberg-Gaschwitz remodeled in a contemporary style. In the area of the western connection, the route Leipzig-Leutzsch–Leipzig-Plagwitz (as of fall 2010) along Leipzig–Probstzella railway
9200-498: The running rails. On the London Underground, a top-contact third rail is beside the track, energized at +420 V DC , and a top-contact fourth rail is located centrally between the running rails at −210 V DC , which combine to provide a traction voltage of 630 V DC . The same system was used for Milan 's earliest underground line, Milan Metro 's line 1 , whose more recent lines use an overhead catenary or
9315-467: The same task: converting and transporting high-voltage AC from the power grid to low-voltage DC in the locomotive. The difference between AC and DC electrification systems lies in where the AC is converted to DC: at the substation or on the train. Energy efficiency and infrastructure costs determine which of these is used on a network, although this is often fixed due to pre-existing electrification systems. Both
9430-517: The service "visible" even in no bus is running and the existence of the infrastructure gives some long-term expectations of the line being in operation. Due to the height restriction imposed by the overhead wires, double-stacked container trains have been traditionally difficult and rare to operate under electrified lines. However, this limitation is being overcome by railways in India, China and African countries by laying new tracks with increased catenary height. Halle Hauptbahnhof The station
9545-460: The southern exit of the tunnel, a fly-over for Richard-Lehmann street was built. The tracks towards Stötteritz pass under the tracks to and from Connewitz in an approximately 70 meter long tunnel. To take full advantage of the tunnel, additional network enhancements were required. Around the northern access to the tracks in the direction of Bitterfeld , a newly constructed S-Bahn stop Leipzig Nord on Theresienstraße has been completed. From 2013,
9660-444: The start of service was suspended by two correction notices to December 2013 (as of January 2010). After expiration of the appeal period given by the regional transport authorities on 21 September 2010, the final running of the restructured network, now known as S-Bahn Mitteldeutschland , was awarded to the Deutsche Bahn subsidiary S-Bahn Mitteldeutschland GmbH . The competitor, Veolia , raised no objection against this but criticized
9775-502: The station hall. The actual station building is located in the middle between tracks 6 and 7. In the station halls are small shops and restaurants/cafes. Northeast of the tracks of the passenger station is the Halle freight yard. In mid-1840 the Magdeburg-Leipzig Railway – initiated by city councillor, Matthäus Ludwig Wucherer, who supported the building of a railway from Magdeburg to Leipzig via Halle – built
9890-569: The steep approaches to the tunnel. The system was also used for suburban electrification in East London and Manchester , now converted to 25 kV AC. It is now only used for the Tyne and Wear Metro . In India, 1,500 V DC was the first electrification system launched in 1925 in Mumbai area. Between 2012 and 2016, the electrification was converted to 25 kV 50 Hz, which
10005-404: The summer of 2009, the tunnel station Halle-Neustadt was renovated. The total cost amounted to about 3.5 million euro. The platforms and stairways were modernized and, on the main traffic line, elevators were built. The completion of the construction work at the stops for the current S 7 and later S 3 were in the summer of 2009. The Borna - Geithain section along Neukieritzsch–Chemnitz railway
10120-443: The supply grid, requiring careful planning and design (as at each substation power is drawn from two out of three phases). The low-frequency AC system may be powered by separate generation and distribution network or a network of converter substations, adding the expense, also low-frequency transformers, used both at the substations and on the rolling stock, are particularly bulky and heavy. The DC system, apart from being limited as to
10235-694: The three-phase induction motor fed by a variable frequency drive , a special inverter that varies both frequency and voltage to control motor speed. These drives can run equally well on DC or AC of any frequency, and many modern electric locomotives are designed to handle different supply voltages and frequencies to simplify cross-border operation. Five European countries – Germany, Austria, Switzerland, Norway and Sweden – have standardized on 15 kV 16 + 2 ⁄ 3 Hz (the 50 Hz mains frequency divided by three) single-phase AC. On 16 October 1995, Germany, Austria and Switzerland changed from 16 + 2 ⁄ 3 Hz to 16.7 Hz which
10350-575: The through traffic to non-electrified lines. If through traffic is to have any benefit, time-consuming engine switches must occur to make such connections or expensive dual mode engines must be used. This is mostly an issue for long-distance trips, but many lines come to be dominated by through traffic from long-haul freight trains (usually running coal, ore, or containers to or from ports). In theory, these trains could enjoy dramatic savings through electrification, but it can be too costly to extend electrification to isolated areas, and unless an entire network
10465-428: The track. Stötteritz is the endpoint of the S 3 line from December 2013. The LVB built a new tram stop directly under the S-Bahn station and thus provided improved connections. The S-Bahn stop Anger-Crottendorf was rebuilt on the current cargo ring of Zweinaundorfer Straße. A reconstruction of the station Leipzig-Paunsdorf in the area of today's freight station is being considered, however it will be built later. On
10580-466: The train stops with one collector in a dead gap, another multiple unit can push or pull the disconnected unit until it can again draw power. The same applies to the kind of push-pull trains which have a locomotive at each end. Power gaps can be overcome in single-collector trains by on-board batteries or motor-flywheel-generator systems. In 2014, progress is being made in the use of large capacitors to power electric vehicles between stations, and so avoid
10695-713: The train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum products, electricity can be generated from diverse sources, including renewable energy . Historically, concerns of resource independence have played a role in the decision to electrify railway lines. The landlocked Swiss confederation which almost completely lacks oil or coal deposits but has plentiful hydropower electrified its network in part in reaction to supply issues during both World Wars. Disadvantages of electric traction include: high capital costs that may be uneconomic on lightly trafficked routes,
10810-413: The transmission and conversion of electric energy involve losses: ohmic losses in wires and power electronics, magnetic field losses in transformers and smoothing reactors (inductors). Power conversion for a DC system takes place mainly in a railway substation where large, heavy, and more efficient hardware can be used as compared to an AC system where conversion takes place aboard the locomotive where space
10925-427: The tunnel surfaces in the south. North of the main station and still underground, a cross-over separates line-sections running to Leipzig-Gohlis from those to Leipzig North/Berliner Brücke . The tunnel thus has a west and a north exit ramp at this end. Between the west ramp and station Leipzig-Gohlis , the route again separates to Schkeuditz and Leipzig-Leutzsch at a newly constructed above-ground cross-over. For
11040-445: The two lines, the S 7 and S 10. Trains run about every 30 minutes. The former lines S 2 Leipzig Hauptbahnhof – Borna (– Geithain) and S 11 Leipzig Hauptbahnhof – Wurzen (– Oschatz) had been operated since 2009 by Mitteldeutsche Regiobahn (MRB) as lines MRB 2 resp. MRB 11 and were therefore not designated as S-Bahn routes any more. On weekend nights only, DB run a few services on the line 11 as S 11. The main construction project for
11155-470: The tyres do not conduct the return current, the two guide bars provided outside the running ' roll ways ' become, in a sense, a third and fourth rail which each provide 750 V DC , so at least electrically it is a four-rail system. Each wheel set of a powered bogie carries one traction motor . A side sliding (side running) contact shoe picks up the current from the vertical face of each guide bar. The return of each traction motor, as well as each wagon ,
11270-646: The use of electric power for the propulsion of rail transport . Electric railways use either electric locomotives (hauling passengers or freight in separate cars), electric multiple units ( passenger cars with their own motors) or both. Electricity is typically generated in large and relatively efficient generating stations , transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines , but most purchase power from an electric utility . The railway usually provides its own distribution lines, switches, and transformers . Power
11385-405: The use of multiple-ride cards. Although dense suburban traffic between Leipzig and Halle had already existed for decades (from 1928, powered coaches and later series ET 41 ran on this route), a special tariff was never introduced on the line. On 19 March 2002, construction work began in Halle for the new commuter train route between the two cities. The commissioning of the 234-million-euro project
11500-432: The voltage, the lower the current for the same power (because power is current multiplied by voltage), and power loss is proportional to the current squared. The lower current reduces line loss, thus allowing higher power to be delivered. As alternating current is used with high voltages. Inside the locomotive, a transformer steps the voltage down for use by the traction motors and auxiliary loads. An early advantage of AC
11615-405: The weight of an on-board transformer. Increasing availability of high-voltage semiconductors may allow the use of higher and more efficient DC voltages that heretofore have only been practical with AC. The use of medium-voltage DC electrification (MVDC) would solve some of the issues associated with standard-frequency AC electrification systems, especially possible supply grid load imbalance and
11730-462: The work on the inner junction in Halle. Around €850 million was spent on the work, including the freight yard and the new train formation facility. The arcades under the railway tracks on the western side of the station were also renovated. For cost reasons, the initially plan to place long-distance traffic between Berlin and Erfurt and Magdeburg and Leipzig on a common platform for each direction, including grade-separated approaches and departures,
11845-532: The world, and the list of railway electrification systems covers both standard voltage and non-standard voltage systems. The permissible range of voltages allowed for the standardised voltages is as stated in standards BS EN 50163 and IEC 60850. These take into account the number of trains drawing current and their distance from the substation. 1,500 V DC is used in Japan, Indonesia, Hong Kong (parts), Ireland, Australia (parts), France (also using 25 kV 50 Hz AC ) ,
11960-534: The world, including China , India , Japan , France , Germany , and the United Kingdom . Electrification is seen as a more sustainable and environmentally friendly alternative to diesel or steam power and is an important part of many countries' transportation infrastructure. Electrification systems are classified by three main parameters: Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to
12075-766: Was abandoned. In the area of the station, Halle Saale Hbf (West) is one of the five ETCS route control centres of the new routes of the German Unity Transport Project No. 8. The Halle area is to be equipped with digital interlockings and ETCS by 2030 as part of the "starter package" of Digital Rail Germany, as part of the Scandinavian–Mediterranean Corridor of the Trans-European Transport Network . A tender for planning services did not find any suitable participants in autumn 2022. The station
12190-492: Was being expanded and remodeled. Bridges, signal boxes, tracks and overhead lines as well as noise barriers had been erected. The current platforms in the station of Leipzig-Leutzsch and the stop Leipzig Industriegelände West were abandoned and new platforms directly under Georg-Schwarz-Straße replaced them. At a later point, the stops Leipzig-Lindenau and travel facilities of the station Leipzig-Plagwitz were completely redone and also finished by 2013. As part of this,
12305-429: Was demolished on 22 May 2017 as part of a full closure of the Halle junction. From 22 November 2017, 10 p.m. until the morning of 30 November 2017, the railway junction was closed in order to put the electronic signal box and the converted eastern side of the station (tracks 8 to 13) into operation. The western side (tracks 2 to 6) was then closed for further reconstruction. During construction, tracks 1 and 1a were used by
12420-471: Was demonstrated between the main station and the newly established Messegelände (Exhibition Center) stop. By 12 July 1969, the S-Bahn network was expanded to the entire heart shape, in order to cope with traffic volume of the 5th East-German Gymnastics and Sports Festival ( German : Turn- und Sportfest der DDR ). The two branches were named S1 and S2. For the first two days the trains were free, which led to overcrowding. The fare then set absurdly high, with
12535-490: Was electrified in the summer of 2010. This renovation was essential for the future use by S-Bahn line S 4. The rebuilding and redesigning the station Merseburg started in 2011. Further enhancements will take place in coming years. Until December 2013, the Leipzig-Halle S-Bahn primarily used modernized first-generation Waggonbau Görlitz double-deck cars from the 1970s in push-pull configuration, using
12650-437: Was exacerbated because the return current also had a tendency to flow through nearby iron pipes forming the water and gas mains. Some of these, particularly Victorian mains that predated London's underground railways, were not constructed to carry currents and had no adequate electrical bonding between pipe segments. The four-rail system solves the problem. Although the supply has an artificially created earth point, this connection
12765-553: Was first applied successfully by Frank Sprague in Richmond, Virginia in 1887-1888, and led to the electrification of hundreds of additional street railway systems by the early 1890s. The first electrification of a mainline railway was the Baltimore and Ohio Railroad's Baltimore Belt Line in the United States in 1895–96. The early electrification of railways used direct current (DC) power systems, which were limited in terms of
12880-452: Was planned for December 2004. The construction costs were raised primarily by the German federal government (135 million euros) and the states of Saxony-Anhalt (39 million euro) and Saxony (34 million euro). The project was completed on schedule on 12 December 2004. In Leipzig, the route leads from the main station directly over the original route used for the decades only by freight trains of
12995-432: Was removed in 1984. The domed hall, the vestibule and the eastern dining room were renovated. During the adaption of Riebeckplatz in 1967 for the convenience of car users, the tram stops were moved far from the station under the elevated road bridges on what was then called Thälmannplatz. This made transfers between trains and trams difficult with long distances. It was not until 2005 that these were significantly improved with
13110-432: Was signed at the end of October 2012, of which €223 million was to be borne by the federal government. Further financing agreements were still pending in June 2013. The railway junction was renovated from September 2014 at a cost of more than €500 million. Among other things, the new and upgraded lines as well as the freight yard were integrated and all platforms of the station were demolished and rebuilt. The connection to
13225-539: Was then in 2004 divided into the lines S 1 and S 2 so that the platform ramps in the tunnel do not have to cross unnecessarily often. In 2009, the operation of the line that runs eastwards from the Leipzig main station was awarded to the Mitteldeutsche Regiobahn thus effectively reducing the size of the S-Bahn network. On the routes concerned, the timetable did not change. Because of cost cutting,
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