Ludwigsfelde station
| Ludwigsfelde | |
|---|---|
 Listed station building
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| Data | |
| Location in the network | Intermediate station |
| Design | Through station |
| Platform tracks | 4th |
| abbreviation | BLF |
| IBNR | 8010215 |
| Price range | 4th |
| Profile on Bahnhof.de | Ludwigsfelde |
| location | |
| City / municipality | Ludwigsfelde |
| Place / district | Ludwigsfelde |
| country | Brandenburg |
| Country | Germany |
| Coordinates | 52 ° 17'53 " N , 13 ° 16'2" E |
| Railway lines | |
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| Railway stations in Brandenburg | |
The Ludwigsfelde station is located in the same city at the Anhalt line south of Berlin and one of the oldest railway stations in Brandenburg. Its station building, which was built around 1880, is a listed building and is the second oldest building in the city. It now houses a museum. Several railway houses in the station area are also listed.
location
The station is on the Berlin – Halle railway line (also called Anhalter Bahn ) south of Berlin. It originated outside of larger towns. In its vicinity, a few hundred meters to the east, there were only two small outworks called Damsdorf and Ludwigsfelde when the station opened. The latter settlement gave the station its name. The current city of Ludwigsfelde was not created until the 20th century, its center is west of the railway facilities.
In the urban area of Ludwigsfelde, the Ludwigsfelde-Struveshof stop is also located on the outer ring of Berlin, northwest of the city center. It was opened in 2012 and replaced the Genshagener Heide train station , which was secluded on the edge of the industrial area in the far north of the urban area. The Birkengrund stop north of the Ludwigsfelde train station on the Anhalter Bahn is also within the city limits. This station was previously called Birkengrund Süd to distinguish it from the Birkengrund Nord stop, which was closed in the 1990s.
history
From the beginning until 1930
When the Anhalter Bahn opened in 1841, a water station to supply steam locomotives was built in Ludwigsfelde as well as in neighboring Großbeeren . With the start of goods traffic on the line in December of the same year, a freight train with passenger transport ran on the route, making the Großbeeren and Ludwigsfelde stations stopping points for passenger traffic. At first there was a daytime train that could take you to Berlin in the morning and back in the afternoon. The travel time between Ludwigsfelde and Berlin was about three quarters of an hour.
Initially, the number of travelers in Ludwigsfelde did not develop positively due to the low population in the area, unlike in Großbeeren, so that the railway company considered closing the station in 1846. However, after protests by the district administrator and district council, this was avoided. In the period that followed, the number of passengers increased, so that Großbeeren and Ludwigsfelde stopped all scheduled passenger trains from 1849 onwards.
In the following years the number of passengers increased significantly. In 1852, 5,360 passengers were counted in the station, compared to 31,767 in 1873. The number of travelers was roughly the same as in neighboring Großbeeren, although Ludwigsfelde only had 122 inhabitants in 1892, Großbeeren more than ten times as much. However, due to its good road connection, a number of villages in the area were easily accessible from Ludwigsfelde train station. Freight traffic also developed to a similar extent, in 1873 42,430 quintals of goods were dispatched in Ludwigsfelde and 68,175 quintals were received.
Around 1880 the station received a new reception building, which still exists today. It was built about 100 meters north of the old station, which was directly at the level crossing with the later Potsdamer Straße. After the relocation of the station, several railway officials' houses were built in the vicinity at the station.
Expansion work in the Third Reich
After the station had only had local significance for several decades, the volume of traffic increased considerably in the 1930s. With the opening of the Daimler-Benz engine works in Genshagen, Ludwigsfelde became an important industrial location; the population of the place multiplied. The Genshagener Heide train station on the bypass railway was initially used for company personnel traffic , later a new stop was built in Birkengrund on the Anhalter Bahn. During working hours, the trains were parked at Ludwigsfelde station. In the Birkengrund area north of the Ludwigsfelde train station, the vehicle factory's workshop was also built.
For passenger traffic, a separation of suburban and long-distance tracks was originally planned from Berlin to Trebbin , but until 1943 it could only be realized as far as Ludwigsfelde. For the trains coming from Berlin and ending in Ludwigsfelde, a separate head section was created on the west side of the track system. Due to the war, the suburban line was electrified only as far as Lichterfelde Süd , so that there had to be switched from the Berlin S-Bahn to steam-hauled suburban trains to Ludwigsfelde. The S-Bahn tariff was extended to Ludwigsfelde.
After the Second World War
The engine plant was closed after the end of the Second World War and the plants were dismantled for reparation purposes to the Soviet Union. In 1952, VEB Industriewerke Ludwigsfelde , the predecessor of Automobilwerke Ludwigsfelde, was opened on the site . Ludwigsfelde thus remained an important industrial location. Due to the growing effects of the division of Germany and Berlin, through traffic on the Anhalter Bahn to Berlin was interrupted until 1952, as the line was located there on West Berlin territory. Until the construction of the Berlin Wall in 1961, only the S-Bahn to Berlin remained in operation to Teltow station , where it was possible to change trains in the direction of Ludwigsfelde. For other passenger traffic as well as for freight trains, connections were established north of Ludwigsfelde to the Berlin outer ring , which opened in the early 1950s .
Work on route electrification began in the late 1970s. On September 27, 1981, the catenary from the south to Ludwigsfelde was put into operation. Most of the trains were re-spanned here. The transformer stops were also identified and used as traffic stops on the fast-moving passenger trains. From May 23, 1982, freight trains in the direction of Seddin could continue with electric locomotives. The completion of the following sections could not be used according to plan due to a lack of transformer capacity, only with the commissioning of the catenary to Berlin-Schöneweide on May 2 and Berlin-Lichtenberg on September 30, 1984, the transformation in Ludwigsfelde could largely be finished again.
passenger traffic
For decades, Ludwigsfelde was a stop for practically all passenger trains from Berlin to Jüterbog and beyond. Express and express trains did not stop at the station before 1945. From 1943 to 1945 there was a dense suburban traffic between Ludwigsfelde and Lichterfelde Süd . The trains ran every hour or every 40 minutes during off-peak times, and every 20 and sometimes every 10 minutes at peak times. Ludwigsfelde remained a stopping point for passenger trains from Berlin to Jüterbog and further south, which, however, did not stop in Teltow and Großbeeren while the separate suburban traffic existed.
After the Second World War, train traffic in the direction of Berlin gradually shifted to the Berlin outer ring. Some of the through trains took the new route to the southeastern outer ring, some stayed on the old route, since 1952 all trains have ended there at Teltow station , where they switched to the S-Bahn trains until the Berlin Wall was built in 1961 could be. While in the first few years after the building of the wall there was still a very dense train service to Teltow, the number of trains was reduced to seven to eight trains on weekdays and even less on weekends. About the same number of trains connected the Ludwigsfelde train station with the Schönefeld airport train station, in some cases with the Berlin-Schöneweide train station or other Berlin stations. The main load of traffic between the city of Ludwigsfelde and East Berlin ran via the Sputnik trains on the outer ring of the Genshagener Heide station, which was connected to the city's main residential areas by a dense bus connection. In exceptional cases, Ludwigsfelde stopped individual D-trains, for example a D-train from Aue (Saxony) to Berlin stopped in the station in the 1970s and 1980s .
After 1990, passenger traffic was synchronized. Trains ran every hour from Jüterbog, Berlin-Schönefeld to Berlin-Lichtenberg and further north, railcars also commuted between Ludwigsfelde and Teltow every hour. At times there were continuous connections from Ludwigsfelde to Potsdam Pirschheide station , but these were discontinued after a few years due to lack of demand.
In 1998 the connection to Teltow was replaced by buses for several years because of the work to expand the Anhalter Bahn. After the completion of the line and the north-south long-distance line in Berlin in 2006, through trains ran directly to the city center again. For this, the regional traffic in the direction of the Berlin-Schönefeld Airport train station was stopped with the exception of one train on the weekend nights.
In the 2016 timetable, Ludwigsfelde station is served by the following lines:
The RE 4 line runs every hour between Rathenow via Wustermark , Berlin Central Station and Berlin Südkreuz to Ludwigsfelde. In rush hour traffic it continues to Luckenwalde and Jüterbog . The RE 3 line runs between Stralsund Hauptbahnhof or Schwedt (Oder) via Eberswalde Hauptbahnhof , Berlin Hauptbahnhof and Berlin Südkreuz to Ludwigsfelde and then via Luckenwalde and Jüterbog to Falkenberg (Elster) or Lutherstadt Wittenberg . Between Angermünde and Jüterbog, both branches overlap every hour. Between Berlin and Ludwigsfelde, only the RE 4 serves the intermediate stops in Teltow and Großbeeren .
Investments
Reception building
The listed station building is on the west side of the track system. It is dated to 1886. It is a two-storey building made of yellow clinker bricks with a gable roof. To the south it was subsequently extended by an axis . The building is no longer used for railway purposes. It was renovated and now houses the Ludwigsfelde City and Technology Museum. After 2010, an additional part of the building was added on the south side.
Platforms and tracks
Up until the 1930s there was only a side platform at the station building in front of the main line towards Halle and a small intermediate platform for trains going to Berlin, which travelers could only reach by crossing the opposite track. The equipment for freight traffic followed behind. Since 1939, the station had a side platform on the freight train overtaking tracks, which could be reached via a pedestrian bridge. The intermediate platform went out of service.
For the suburban railway, which opened in 1943, the station received separate head tracks north of the reception building; sidings were built on the northeast side of the tracks. After 1945, the terminus section was only used to park cars.
The wooden pedestrian bridge was replaced by a steel bridge in connection with the electrification of the route around 1980. It not only led to the island platform, but also via the freight transport facilities to the east side of the station area.
The freight tracks in the east of the station are largely removed.
The pedestrian bridge was removed after 2000 and the island platform has been accessible via a tunnel since then. Today the main platform at the station building is used for trains going south and the island platform with two platform edges for trains going north and for overhauls. To the north of the station building, there is still a platform on the overtaking track in operation, which is mostly used for trains to and from Berlin that begin or end in Ludwigsfelde. Via a switch connection, the main track to the south is reached before the house platform.
Around 1980, in preparation for electrification, the safety systems on the Berlin – Halle line in the district of the Rbd Berlin were fundamentally modernized. Ludwigsfelde station received a GS II Sp64 interlocking, with an existing interlocking building being used for the control room. In the direction of Thyrow, an automatic route block with signaled wrong-way traffic was set up. With the expansion of the line to 200 km / h, the relay interlocking was taken out of service again after just under twenty years of operation and replaced by a Simis C type electronic interlocking. Since then, track changing operations have been possible.
Official residences
Three civil servants' houses and an associated stable in the station area are also under monument protection. These are three two-storey clinker buildings, which are dated to the period around 1886.
Web links
- Tracks in service facilities (BLF) , DB Netz AG (PDF) Track plan
Individual evidence
- ↑ a b c Peter Bley: Railways on the Teltow. Verlag Bernd Neddermeyer, Berlin 2008, ISBN 978-3-933254-92-4 , pp. 10-14.
- ^ Peter Bley: Railways on the Teltow. Verlag Bernd Neddermeyer, Berlin 2008, ISBN 978-3-933254-92-4 , p. 18.
- ↑ a b Various course books
- ↑ a b Entry in the monument database of the State of Brandenburg .
- ^ Peter Bley, Railways on the Teltow. Verlag Bernd Neddermeyer, Berlin 2008, ISBN 978-3-933254-92-4 , pp. 56-58.
- ^ Peter Bley, Eisenbahnen auf dem Teltow Verlag Bernd Neddermeyer, 2008, ISBN 978-3-933254-92-4 , p. 177.