originally planned demolition of the Rehbock and Scheune bastions met resistance from Lübeck's population. The Council and the Bürgerschaft (Lübeck's parliament) therefore decided that of the felled trees would be sold with their value going to a fund to be used by the Potsdam landscape architect Peter Joseph Lenné to improve the remaining ramparts artistically. The division of the Möllner lake by a railway embankment was met with little enthusiasm by Lübeck's residents. Economically, the operation of the railway proved to be a success, so that the LBE was able to use its profits to build the Lübeck port railway and a coking plant to supply its locomotives with coke. In 1852 the total route length of the LBE was 47.45 km. In 1863 the LBE was permitted to build a direct line to Hamburg, which opened on 1 August 1865. The approximately 63 km-long route ran from Lübeck via Reinfeld, Oldesloe, Ahrensburg, Rahlstedt and Wandsbek to Lübecker Bahnhof (Lübeck station) in Hamburg. The LBE's route network in 1870 was 111.27 kilometres long. Heavy traffic on the line to Hamburg meant that a second track was built in 1875–76. On 1 August 1882 the LBE opened a line from Lübeck to Travemünde. On 1 July 1898 the line opened from Travemünde—now called Lübeck-Travemünde Hafen (port)—to Lübeck-Travemünde Strand (beach). In 1902 took the LBE opened a connection for freight from Wandsbek via Hamburg-Rothenburgsort to the Berlin-Hamburg line, the origin of the modern Hamburg freight bypass. With the opening of the branch line from Travemünde Hafen station to Niendorf (Ostsee) in 1913, the network of the LBE achieved its maximum length of 160.87 kilometres. Connections to other lines Simultaneously with the opening of Lübeck–Büchen line by the LBE in 1851, the Berlin-Hamburg Railway Company opened a line from Büchen to Lauenburg. The LBE had already established a committee in 1850 with funds of 7,000 Prussian thalers to carry out technical tests on the building of a crossing over the Elbe near Lauenburg. After lengthy negotiations between the governments, it was finally decided to build a train ferry. The operation required a steam ship, commissioned from the engineering office of the Hamburg-Magdeburg Steamship Company (Hamburg-Magdeburger Dampfschiffahrts-Gesellschaft) and put into service in 1864. In February 1869, the high traffic level led to a second ferry being put into service. Numerous breakdowns due to icing in winter and several accidents, however, showed clearly that the