Anhalter suburban train

Berlin - Ludwigsfelde
Route number :	6036
Course book section (DB) :	200.25
Route length:	14.9 km
Gauge :	1435 mm ( standard gauge )
Power system :	1903–1929: 550 V = since 1929: 750 V  =
Maximum slope :	6.67  ‰
Minimum radius :	300 m
Top speed:	120 km / h
Legend 0.00 Berlin Potsdamer Ringbahnhof from Berlin Central Station from Anhalter Bahnhof Südringpitzkehre 1.43 Berlin Yorckstrasse / from Anhalter Bahnhof 3.45 Berlin Südkreuz Ringbahn Berlin-Tempelhof Rbf 5.19 Berlin Priesterweg to Zossen 6.57 Berlin south end Teltow Canal 7.93 Berlin-Lankwitz 9.32 Berlin-Lichterfelde East 10.70 Berlin Osdorfer Strasse 11.67 Berlin-Lichterfelde South to Teltow city State border Berlin / Brandenburg 14.30 Teltow 18.60 Large berries to the Berlin outer ring from the Berlin outer ring Berlin outer ring 21.10 Birkengrund north from the Berlin outer ring 22.60 Birkengrund south 24.50 Ludwigsfelde to Halle

The Anhalter Vorortbahn or Lichterfelder Vorortbahn is a railway line in Berlin and Brandenburg . It was originally run from the Potsdam Ringbahnhof in Berlin to the Anhalter Bahn. This section has been out of service since the opening of the north-south tunnel in Berlin in 1939. In the further course the suburban railway runs parallel to the long-distance tracks of the Anhalter Bahn to the south. Until the 1940s it ended at Berlin-Lichterfelde Ost train station . In 1943 it was extended to Lichterfelde Süd for the electric S-Bahn and to Ludwigsfelde for steam trains. In 1961 the suburban railway was interrupted by the construction of the Berlin Wall on the Berlin city limits. In 2005, a new S-Bahn line from Lichterfelde Süd to Teltow Stadt went into operation.

history

Separation into long-distance and suburban tracks

At the end of the 19th century, the population increased significantly in a number of places around Berlin. Lichterfelde (from 1884 Groß-Lichterfelde) grew into a villa suburb as early as the 1870s. The number of suburban trains on the Anhalter Bahn increased steadily in the last decades of the 19th century. On October 1, 1891, most of the suburban routes departing from Berlin, including the Anhalter Bahn to Groß Lichterfelde B. H. (the abbreviation stands for 'Berlin' and 'Halle', since 1899 the station was called Groß-Lichterfelde Ost ), a cheaper suburban tariff in force. In 1893 a new Groß-Lichterfelde Süd stop went into operation, but it was not included in the local tariff until May 15, 1938. In 1895 the Lankwitz-Victoriastraße stop (today: Berlin-Lankwitz ) was opened.

Südende station, 2008

The steadily growing population in the greater Berlin area and the suburban tariff led to a continuous increase in passengers on the suburban routes; on the Anhalter Bahn this was around seven percent annually between 1895 and 1900. From 1887 to 1899, the number of passengers between the two terminus stations rose from 600,000 to over 3.2 million passengers a year, and that of the suburban trains from 28 to 70 between 1887 and 1895. In addition, there were 52 long-distance trains on the same section. The Dresden Railway , whose trains also began and ended in Anhalter Bahnhof, only pulled out of the Anhalter Bahn south of the Landwehr Canal and loaded this short section with an additional 20 suburban trains and 12 long-distance trains, a total of 154 trains a day. Due to the uneven load in rush hour traffic, ten to eleven trains an hour were on the move at peak times.

The double-track Anhalter Bahn should therefore have a separate pair of tracks for suburban traffic and run up to Lankwitz in order to avoid level crossings with road traffic. The first draft from 1896 called for the line to run west of the Anhalter Ferngleise. The front of the suburban station should run in a line with the end of the station hall of the long-distance station. From there, the tracks were to run parallel to the long-distance tracks up to the Landwehr Canal and, behind them, should touch or intersect the Dresden freight station . At the height of the column bridge , the pair of suburban tracks would have reached the main track of the Dresden Railway . The same thing would have gone up to the Tempelhof marshalling yard in the suburban railway, the trains of the Dresdener Bahn were to be run over the long-distance tracks of the Anhalter Bahn as far as the crossing with the Ringbahn . In the further course south of the marshalling yard, the pair of tracks west of the Anhalter Ferngleise was planned, as it was ultimately also implemented.

However, it was decided to move the suburban station to the Potsdam Ringbahnhof . The route from Anhalter Bahnhof would have meant that the systems for mail and express goods traffic would have had to be abandoned. The course over the Dresden freight station would have cut it so unfavorably that storage space would have been lost. For suburban traffic, the start of the route at Anhalter Bahnhof would be comparatively unfavorable, as there were far better connections to surface transport at Potsdamer Platz . Last but not least, the Anhalter Fernbahnhof would have been hindered in its expansion options, as this would only have been possible on the west side. Due to the relocation, the Potsdam long-distance train station was now affected by this point, but a lower growth in long-distance traffic was expected here.

The pair of tracks for the suburban railway began in the eastern part of the Potsdam Ringbahnhof, which after the expansion was also occasionally referred to as the Potsdamer Ring- und Vorortbahnhof. The pair of tracks on the Südringpitzkehre built in 1891 had to be moved to the west for construction. Both lines were connected to each other via a rail link in the ring station. Both routes ran together on a viaduct up to the level of today's high station Gleisdreieck of the subway . The suburban railway then ran between the two freight sheds of the Dresden freight station to the long-distance track of the Dresden railway, which merged into the suburban line. The facilities of the Dresden freight station west of the railway were abandoned and a depot with twelve locomotive sheds for the locomotives of the suburban railway was built at this point . At the level of the Tempelhof marshalling yard, the pair of tracks led by means of a counter curve to the long-distance tracks of the Anhalter Bahn and twice crossed under the Dresden Railway. In the further course the tracks lay west of the long-distance railway. As far as Lankwitz, the route was led on a dam , at the level of the southern end in the cut. As far as Lichterfelde Ost, the route reached the old level. In Lichterfelde, a long-distance platform 270 meters wide was built next to the suburban platform. At the level of the junction of the Dresden Railway, a separate suburban line was created for the suburban trains to the Mariendorf station (today: Attilastraße), which used the old long-distance track of the Dresden Railway in the direction out of town. The stations of the suburban railway all received central platforms with uniform dimensions, each 200 meters long and ten meters wide. In contrast to this, the suburban platform of the Potsdam Ringbahnhof was 194 meters long. Along with the construction of the suburban railway, the ring line, which was crossed at the new Papestraße station (today: Südkreuz), was expanded to four tracks between Ebersstraße and Rixdorf and a connecting curve was created from the western ring line to the Tempelhof marshalling yard.

On December 1, 1901, operations on the 9.32 kilometer long Anhalter suburban railway to Groß-Lichterfelde Ost could begin. When the line opened, the new Papestrasse suburban station went into operation, which was added to the new Südkreuz station in 2006. 74 suburban trains ran daily on the route, the train sequence was 20 minutes during the day and was compressed to ten minutes during rush hour. On May 1, 1903, the Yorkstrasse stop (today Yorckstrasse) was opened. The cost of building was 5.5 million marks . The original estimate was 5.6 million marks; the draft planned in 1896 envisaged expenditure of 5.3 million marks.

Electrical operation

Train consisting of railcars 2983, 2032 and 2984 for electrical operation on the suburban railway, around 1904

Yorckstrasse railway depot, around 1904

As early as 1899, the Union-Elektricitäts-Gesellschaft (UEG) made a proposal to the Prussian State Railroad Administration regarding the electrification of Berlin's city, ring and suburban railways. The responsible minister of public works agreed to a trial run in 1901, whereby the Lichterfeld suburban railway was defined as a test route due to its route that was completely independent of long-distance traffic (the other suburban lines, with the exception of the Wannseebahn, were still partially used in mixed operation with long-distance trains). The project of the LEL saw the use of four-axle truck - railcars before. The responsible Royal Railway Directorate (KED) Berlin , on the other hand, wanted to use the three-axle compartment wagons that were previously used , as they were lighter and could be handled in the same way as the other suburban railway wagons for repairs. In July 1902 the UEG and the State Railways signed a contract to set up electric train operations. The UEG undertook to build twelve four-axle railcars (ultimately 18 railcars were delivered) and the overhead contact line systems and to provide competent personnel to train the employees of KED Berlin in the use of the new technology. It also had to guarantee a two-year guarantee on the entire system. For its part, KED Berlin undertook to pay 110,190 marks annually to repay the investment costs. The entire capital had to become the property of the state railways when fully paid off. When reordering multiple units and sidecars , delivery times of eight and three months respectively were set. The energy drawn from the feed point was calculated at seven pfennigs per kilowatt hour . Should defects occur, the UEG was given a three-month deadline for their shutdown, otherwise the KED Berlin was entitled to cease operations without compensation. The contract was valid for 15 years.

The power should be supplied via a side busbar with 550 volts DC voltage and was obtained from the UEG south-west power station . From there, separate lines were laid as far as a switch house, which was located between the Papestrasse and Yorckstrasse stations. The feed took place separately for both directions of travel. The busbars were attached to the sleepers on post insulators and painted from above. The conductor rail was attached 1570 millimeters from the center of the track and 320 millimeters above the upper edge of the rail and ran to the left of the track where possible, so that both conductor rails were arranged in the middle of the track pair or were guided under the edge of the central platforms. When the busbars were interrupted, they were connected to one another by cables. The busbars were slightly bent down at these points to allow the pantographs to slide gently up and down. The rail joints of the busbars were provided with elastic copper connections to enable longitudinal expansion. The return line was made via the running rails, which had to be electrically connected to one another at the joints. Initially, the sequence should be maintained for 10-20 minutes. The trains consisted of three railcars each, of which the two end cars were 3rd  class and the middle railcar was 2nd class; a train had 206 seats. The travel speed was around 32 kilometers per hour, the travel time for the nine-kilometer route was 17 minutes with an average stopping time of 30 seconds. Compared to steam operation, this was a travel time saving of three minutes. A train had a total power of about 750 horsepower. This made it possible to subsequently strengthen the trains with up to two sidecars under the given timetable.

The first train arrived at the Tempelhof railway repair shop on May 4, 1903 . The first test drives between Papestrasse and Groß-Lichterfelde Ost are said to have taken place on the night of May 6th and 7th. On July 8th, full electrical test operation began under the old timetable for steam trains, this date generally applies to the start of electrical operation on the line. After a one-week trial run, the railway official acceptance took place on July 15, 1903, with which the timetable was adjusted. The 18 railcars were put together to form six trains, four of which were in use as planned, one train was always in the Tempelhof workshop for inspection and one train was in reserve at the Yorckstrasse depot.

The changeover met with unanimous positive feedback from the passengers, who praised the greater acceleration, the shorter travel time and the lower nuisance caused by dust and soot. The number of passengers made this clear: within two years, the number of passengers rose from 4.6 million during the steam era to 6.8 million, an increase of around 50 percent. In 1906, the KED Berlin ordered a further six railcars, which enabled the formation of four-car trains and met the traffic requirements until around 1910. The train sequence was now largely ten minutes during the day. In order to be able to further improve the offer, the KED asked the Südwest power station whether it was technically feasible to compress the train sequence to five minutes with the heaviest trains possible. The power plant then stated the conditions for the expansion, the cost estimate was 184,000 marks. Since the management shied away from this amount, they negotiated with the AEG, as a result of which the State Railroad initially took over the operation in full for 691,000 marks in 1911; the repayment was to take place by 1918. In the summer of 1912, the management started attempts with a fifth train in order to be able to reduce the train sequence to 7.5 minutes. During the nocturnal test drives, the voltage dropped to as low as 280 volts, especially when starting up, which would have led to considerable delays in the timetable for permanent operation. Therefore, the management and the AEG, as the project successors of the UEG, agreed to strengthen the feeder cables from the power plant to the feed station and to enlarge the cross-section of the return conductors by extending them to the rails of the long-distance railway.

In 1915, the Groß-Lichterfelde-Ost station was relocated to the level of the dam and expanded. By 1921 the railcars were converted from steam heating to electric heating. In the harsh winter of 1921/22, when all the heating systems were switched on, the load was so great that the feed voltage of the railcars fell to below 50 percent. As a result, the schedule could no longer be adhered to. The busbars, which had been in use for a good 20 years, were partly worn down to the tab connectors, some of which had been stolen after the war, which increased the energy loss. As a countermeasure, all vehicles were therefore equipped with maximum switches and heating contactors in 1922, which briefly switched off the electrical heating when starting. Up until November 1923, further repair work was carried out on the contact line system in order to remedy the worst defects. As early as 1922, the decision was made to convert the power supply to the "uniform standard busbar" as it was used on the other lines from 1924. This should reduce the costs of raising the voltage to 800 volts later. The contract to convert the busbar system was awarded to AEG and Siemens-Schuckertwerke (SSW) in 1925 ; the conversion was completed by January 6, 1926. For the conversion, Siemens developed a pantograph with a double contact strip in 1924, which they presented on February 25, 1925 at the depot on Yorckstraße.

Since the cars also reached the end of their operational life, new vehicles for the Lichterfeld route should also be taken into account in the " Great Electrification ". In the spring of 1928 the delivery of new vehicles was promised. Department W of the Reichsbahndirektion Berlin was supposed to examine what measures would be necessary to be able to operate the new vehicles with 500 volts. Nevertheless, a later switch to 800 volts should be done in a simple manner. On the night of May 30th to May 31st, 1925, test drives with a 1925 train took place, which were unsuccessful: the vehicles could not reach the required 45-50 kilometers per hour at 500 volts, and below the voltage when the voltage was reduced The zero voltage protection dropped to 440 volts . In order to put pressure on those responsible, the machine office 4 of the RBD Berlin announced in a report on June 5, 1928 that the existing railcars no longer met the requirements; Of the existing 32 railcars, 22 railcars were in the RAW Schöneweide for unscheduled repairs and two more for deadline investigations. In August 1928 it was therefore decided to procure additional vehicles for the Lichterfeld suburban railway, which were expected to be delivered in 1929. On July 2, 1929, the power rail voltage was switched to the system of the Berlin S-Bahn, which opened in 1924, with 750 volts direct current. On October 7, 1928, the Priesterweg station went into operation at the junction of the Dresden suburban tracks from the Lichterfeld suburban railway .

After the power supply of the line had been considerably improved in the years 1936 to 1938, electrical operation could also be started on the Dresden railway to Mahlow on May 15, 1939 . This means that the previous mixed operation between steam and electric trains between Potsdam Ringbahnhof and Priesterweg was no longer available. On October 9th of the same year, the suburban line was integrated into the new north-south tunnel via a ramp from Yorckstrasse station , the connection from there to the Potsdam Ringbahnhof was abandoned.

Extension to Ludwigsfelde

Embankment of the suburban railway west of the reception building of Großbeeren station

Plans from the 1930s envisaged a number of major railway projects, especially in the south of Berlin, which could only be partially implemented due to the war. This included the extension of the S-Bahn to Trebbin , where a new S-Bahn depot was to be built. A separate suburban line to the Ludwigsfelde train station was actually implemented and went into operation on August 9, 1943. Up to about the level of Genshagener Heide , the route ran on a dam, then next to the old route on the ground level. In Ludwigsfelde a separate terminus was built for the suburban line. New stops were opened in Birkengrund north and south. These were initially intended for factory traffic to the Daimler aircraft engine plant , but were opened to the public a little later. The long-distance tracks were also relocated to the embankment behind Teltow station.

Towards the end of the Second World War there was severe damage to the Anhalter Bahn, the bridges over the Teltow Canal were blown up by German troops.

Development after the Second World War

Single-track bridge over the Teltow Canal , 1987

After the end of the war, operations on the line were resumed in sections. From June 8, 1945, trains ran again between Yorckstrasse and Südende, and on August 17, the line to Lichterfelde Süd was initially back in service as a single track. From July 18, 1946, the second track south of the Teltow Canal Bridge was put back into operation; the S-Bahn line in the area of ​​the bridge, on the other hand, has remained single-track to this day. In the summer of 1946, the southern part of the north-south tunnel was reopened; traffic over the ramp between Anhalter Bahnhof and Yorckstrasse was not resumed until August 15, 1946.

In the years that followed, the effects of the division of Germany became more and more noticeable on the route. The suburban railway to Großbeeren was still in use until 1952 . In 1951 the electric S-Bahn was started between Lichterfelde Süd and Teltow . The train traffic from the south ended in Teltow, where one had to change to the S-Bahn in the direction of Berlin. The tracks of the suburban railway between Teltow and Ludwigsfelde were dismantled. After the wall was built on August 13, 1961, the S-Bahn was stopped behind Lichterfelde Süd.

The embankment of the suburban railway is still preserved on many sections between the Berlin city limits and beyond Großbeeren. Some other relics, such as the stairs to the suburban platform in Großbeeren, were removed when the road was expanded after 1990.

Operation and shutdown after 1980

Derelict station Lichterfelde Süd, 1987

Despite the Reichsbahn strike in September 1980, the S-Bahn remained in operation on the Anhalter Bahn. Only on January 8, 1984, after the takeover by the BVG, traffic between Priesterweg and Lichterfelde Süd was stopped because the Senate had classified this route in the operating concept as not profitable for continued operations. To the north of Priesterweg, the route was still used for trains on the Dresden Railway to Lichtenrade .

As a result, plans were discussed to partially operate the Anhalter Bahn S-Bahn line with newly developed track buses from Daimler-Benz . The Senate hoped to benefit from considerable federal funding. To set up this system, the railway systems would have had to be redesigned, completely removed and replaced with a concrete track. Access and exit ramps would also have been required. The renovation would have been tantamount to a total demolition of the entire railway infrastructure on the Anhalter Bahn. In the end, the plan was politically and technically unfeasible.

Reopened after 1990

The S-Bahn on the Anhalter Bahn was reopened in several stages after the political change in the GDR and German unification . On May 28, 1995, the section from Priesterweg to Lichterfelde Ost went back into operation, and on September 27, 1998 the line to Lichterfelde Süd followed. With the Berlin Osdorfer Strasse train station, a new intermediate stop was set up between Lichterfelde Ost and Lichterfelde Süd.

A new line was opened from Lichterfelde Süd on February 24, 2005 to Teltow Stadt. This route follows old plans. The idea of ​​connecting the Stahnsdorfer Friedhofsbahn with the Anhalter S-Bahn line via Teltow goes back to the 1930s. The first earthworks had started during the Second World War . The original plans to continue building to Stahnsdorf are not being pursued, and keeping the route clear has been abandoned. As far as Teltow, the Berlin-Lichterfelde Süd – Teltow Stadt railway line was built in February 2005 . The Teltow Stadt train station was built near the city center . The route planning from the 1930s could be used for the new building despite several changes in planning. At Berlin-Lichterfelde Süd station , just before the Berlin city limits, the S-Bahn line branches off from the Anhalter Bahn to the west.

The Teltow station on the Anhalter Bahn is now a purely regional station. The platform entrances to the suburban railway were removed when the Anhalter Bahn was expanded after 2000. The embankment of the suburban tracks to Großbeeren has been preserved, but is no longer used. In the Birkengrund area, rail operations run on both the old long-distance railway line and that of the former suburban railway.

Control and safety technology

KS signals at the Yorckstrasse S-Bahn station, 2014

Right from the start, the line was equipped with so-called central signal boxes , which could do without locally deployed switchmen . The main signals were located on the one hand at the two terminus stations, at the junction of the Dresden Railway and north and south of the depot, where it was necessary to secure the train journeys due to the switches installed there . In addition, the Papestrasse and Südende stations were equipped with entry and exit signals and Lankwitz with entry signals. The block sections were equipped with non-automatic section blocks . The two terminal stations were equipped with a station block.

In 1927 the Deutsche Reichsbahn equipped the line with track circuits and automatic main signals. In addition to shape signals , light signals were also installed. These showed the night signals of the known signals on a signal screen. In addition, individual signals were equipped with a substitute signal and a mechanical travel lock to influence trains . The knowledge gained on the route led to the introduction of the Sv signal system and the automatic route block in the large electrification. The H / V light signals were retained until 1943, when the Reichsbahn expanded the S-Bahn traffic to Lichterfelde Süd and equipped the entire route with Sv signals.

Since the re-commissioning of the suburban railway in May 1995, the electronic interlocking BPRS (formerly Wkp) has taken over the control and monitoring of the signaling systems. Since then, the line has been equipped with Ks signals and an ESTW central block. The parking area was extended along with route extensions to Lichterfelde Süd in 1998 and Teltow Stadt in 2004. In February 2014, the new S-Bahn Berlin (ZBS) train control system went into operation in the section between Yorckstrasse and Lichterfelde Süd (and on to Teltow Stadt) . This replaces the previous mechanical travel locks.

traffic

Timetable of the suburban trains 1901 and 1902 before and after the separation of suburban and long-distance tracks

Before the line was separated into long-distance and suburban tracks, there were two suburban trains per hour and direction between Berlin and Groß-Lichterfelde. The timetable was based on the long-distance trains, so that there could be slight deviations. After commissioning the suburban railway, the Royal Railway Directorate in Berlin condensed the train sequence to 15 minutes. The suburban trains to Zossen mostly ran every hour and were reinforced by workers' trains in the morning and evening. With the start of electrical test operation, a ten-minute cycle was offered during rush hour, which soon ran all day. In the 1913 winter timetable, trains ran every seven and a half minutes on weekdays. As a result of the war-related extended maintenance periods and the increasing age of the vehicles, the timetable was gradually thinned to ten minutes in rush hour and 15 minutes in off-peak hours. In the summer of 1928 the Reichsbahn had to reduce this cycle to ten minutes due to demand. The ten-minute cycle continued even after the power supply was switched to 800 volts DC.

After the completion of the north-south S-Bahn tunnel, there was a 20-minute basic cycle as train group  3 between Lichterfelde Ost and Bernau (b Berlin) , which was compressed to ten minutes between Lichterfelde Ost and Stettiner Bahnhof . On the simultaneously electrified Dresden railway, train group 2 also ran every 20 minutes between Mahlow and Velten (Mark) . On April 1, 1940, the platoon groups exchanged their southern destinations. With the extension of the suburban railway to Ludwigsfelde on August 9, 1943, the Reichsbahn expanded the ten-minute traffic that existed during the day to Lichterfelde Süd. In 1944, the suburban trains between Lichterfelde Süd and Ludwigsfelde commuted every 10 to 20 minutes during rush hour and every 30 or 60 minutes during the day. In April 1945 the S-Bahn had to be stopped due to the war.

From June 8, 1945, two steam-hauled trains ran daily between Yorckstrasse and Südende. The first electric trains commuted between Yorckstrasse and Südende or Mariendorf every half hour from August 2 or 16, 1945. The first trains ran from August 2, 1945 between Yorckstrasse and Südende or Mariendorf at intervals of 30 minutes. After the repair of the Teltow Canal Bridge, traffic was extended to Lichterfelde Ost, and from the end of August 1945 then to Lichterfelde Süd, with a change in Südende. On December 24, 1945, the Reichsbahn resumed steam operations between Lichterfeld Süd and Ludwigsfelde. In a northerly direction, the trains ran from August 15, 1946 to Potsdamer Platz. From March 27, 1949, the train group drove continuously to Bernau again. From July 7, 1951, the electric S-Bahn ran via Lichterfelde Süd to Teltow , initially in joint transport with the steam trains. After a separate platform went into operation in Teltow in the same year, the steam trains to Ludwigsfelde ended in Teltow. The trains ran from then on on the long-distance line, whose connection to Berlin was interrupted in 1952.

When the Wall was built , the S-Bahn trains only ran between Lichterfelde Süd and Gesundbrunnen , as the connections to Teltow in the Potsdam district and towards Bernau were interrupted by the Soviet sector. In 1972 the Reichsbahn combined the circuits of train groups 2 and 3 to form a circuit of Lichterfelde Süd - Heiligensee  - Lichtenrade  - Gesundbrunnen / Schönholz  - Lichterfelde Süd. After the second Reichsbahn strike in September 1980 and the associated suspension of many S-Bahn routes, the train groups N _II Lichterfelde Süd - Heiligensee and N _I Lichtenrade - Frohnau drove over the Anhalter suburban railway. With the transfer of the operating rights to the Berliner Verkehrsbetriebe (BVG) on January 9, 1984, traffic on train group N _{II was} discontinued and train group N _I , now referred to as line S2, was withdrawn from Frohnau to Anhalter Bahnhof . From May 1984 the line ran between Lichtenrade and Gesundbrunnen, from Mariendorf every ten minutes. The renewal to Frohnau took place until 1986.

With the reopening of the line from Priesterweg to Lichterfelde Ost on May 28, 1995, S-Bahn Berlin GmbH, as the operator of the S-Bahn, introduced the S25 (Lichterfelde Ost - Tegel ) and S26 (Lichterfelde Ost - Waidmannslust ), so that on the Suburban route consisted of a continuous ten-minute cycle, which was condensed from Priesterweg by the S2 to five minutes. The S26 was withdrawn to the Nordbahnhof on July 12, 1995 and merged with the S25 on October 15, 1995. From October 25, 1998, the S25 went south again to Lichterfelde Süd; in the north, the trains have ended in Hennigsdorf (b Berlin) since December 15, 1998 . On February 25, 2005, the extension from Lichterfelde Süd to Teltow Stadt went into operation.

In addition to the S25 line, the S2 line (Bernau - Blankenfelde (Kr Teltow-Fläming) ) continues on the section to Priesterweg. During construction work, such as the renovation of the Nordkreuz at the beginning of the 2000s, the amplifier trips partly ran as line S26 and were extended beyond the Nordbahnhof. Since December 12, 2017, the amplifiers have been traveling as S26 from Lichterfelde Süd to Waidmannslust during the week.

literature

• Peter Bley: 150 years of the Berlin-Anhalt Railway . alba, Düsseldorf 1990, ISBN 3-87094-340-8 .
• Wolfgang Kämmerer: 100 years of electrical operation in Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 .

Web links

Commons : Anhalter Vorortbahn  - Collection of images

• Anhalter Bahn on bahnstrecken.de
• Berliner-Bahnen.de
• Railway lines in the south of Berlin (including an illustration of the Anhalter Bahn, historical and current)

Individual evidence

1. ^ Wolfgang Kramer: 100 years of the Berlin suburb / S-Bahn tariff (1891–1991) . In: Berliner Verkehrsblätter . No. 700 , November 2012, p. 203-206 .
2. ^ Peter Bley: 150 Years of the Berlin-Anhalt Railway . alba, Düsseldorf 1990, ISBN 3-87094-340-8 , pp. 89-90 .
3. ↑ ^{a b c d e f} Hans-Joachim Hütter: The light fields test operation. Electrically on the Anhalter Bahn from 1903 to 1929 . In: Electricity instead of steam! 75 years of the Berlin S-Bahn. The great time of electrification . Verlag GVE, Berlin 1999, ISBN 3-89218-275-2 , p. 11-18 .
4. ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 10-12 .
5. ↑ ^{a b c d} Fr. E .: The relocation of suburban traffic from the Anhalter Bahnhof to Berlin to the Potsdamer Bahnhof . After a lecture given by Mr. Biedermann, railway construction and operations inspector, at the Berlin Architects' Association. In: Deutsche Bauzeitung . No. 40 . Berlin May 19, 1900, p. 248-250 .
6. ↑ ^{a b c d e f g} Ernst Biedermann: The suburban train from Berlin to Groß-Lichterfelde . In: Journal of Construction . Issue 10-12, 1900, Col. 491-516 ( zlb.de [PDF]). The suburban train from Berlin to Groß-Lichterfelde ( memento of the original from April 23, 2017 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  
7. ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 12-14 .
8. ^ Peter Bley: 150 Years of the Berlin-Anhalt Railway . alba, Düsseldorf 1990, ISBN 3-87094-340-8 , pp. 92-96 .
9. ↑ ^{a b} Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 23-24 .
10. ↑ ^{a b} The introduction of electrical operation on the Berlin – Gr.-Lichterfelde-Ost suburban railway . In: Deutsche Bauzeitung . No. 58 . Berlin July 22, 1903, p. 374-376 .
11. ↑ ^{a b} Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 9-10 .
12. ^ Bernd Neddermeyer: The electrical operation on the Berlin S-Bahn. Volume 1: Steam or Electricity? 1900-1927 . VBN Verlag B. Neddermeyer, Berlin 1999, ISBN 3-933254-05-1 , p. 36-39 .
13. ^ Peter Bley: 150 Years of the Berlin-Anhalt Railway . alba, Düsseldorf 1990, ISBN 3-87094-340-8 , pp. 104 .
14. ↑ ^{a b} Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 28-32 .
15. ^ Bernd Neddermeyer: The electrical operation on the Berlin S-Bahn. Volume 1: Steam or Electricity? 1900-1927 . VBN Verlag B. Neddermeyer, Berlin 1999, ISBN 3-933254-05-1 , p. 45-48 .
16. ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 41-42 .
17. ↑ Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 2.1: The Great Electrification - 1926 to 1930 . VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-15-3 , pp. 80-81 .
18. ^ ^{A b} Bernd Neddermeyer: The electrical operation on the Berlin S-Bahn. Volume 1: Steam or Electricity? 1900-1927 . VBN Verlag B. Neddermeyer, Berlin 1999, ISBN 3-933254-05-1 , p. 48-50 .
19. ↑ Mike Straschewski: Priesterweg. In: stadtschnellbahn-berlin.de. October 26, 2008. Retrieved April 23, 2017 . 
20. ^ Peter Bley: 150 Years of the Berlin-Anhalt Railway . alba, Düsseldorf 1990, ISBN 3-87094-340-8 , pp. 113 .
21. ^ ^{A b} Peter Bley: 150 Years of the Berlin-Anhalt Railway . alba, Düsseldorf 1990, ISBN 3-87094-340-8 , pp. 121 .
22. ^ Peter Bley: 150 Years of the Berlin-Anhalt Railway . alba, Düsseldorf 1990, ISBN 3-87094-340-8 , pp. 126 .
23. ^ ^{A b} Ingo Priegnitz: New S-Bahn connection between Berlin and Teltow opened. In: sbahn.berlin. S-Bahn Berlin GmbH, February 24, 2005, accessed on February 27, 2019 . 
24. ↑ Please change! The car is only number 2 in the direction of Berlin . In: Point 3 . No. 4 , February 22, 2005, p. 9 ( punkt3.de [PDF]).
25. ↑ Bernd Kuhlmann: Signal connections. The signal system of the light rail from 1928 . In: Electricity instead of steam! 75 years of the Berlin S-Bahn. The great time of electrification . Verlag GVE, 1999, ISBN 3-89218-275-2 , p. 52-61 .
26. ↑ Steffen Buhr: The signal connections. Type VES 1937 (ring track). In: blocksignal.de. February 10, 2004, accessed April 9, 2018 . 
27. ^ Mike Straschewski: List of electronic signal boxes of the S-Bahn. In: stadtschnellbahn-berlin.de. December 31, 2015, accessed April 9, 2018 . 
28. ↑ Ingo Priegnitz: New train control system for S-Bahn line S25. In: sbahn.berlin. S-Bahn Berlin GmbH, February 13, 2014, accessed on February 27, 2019 . 
29. ↑ Holger Prüfert: S-Bahn train groups 1933. In: kibou.de. Retrieved April 9, 2018 . 
30. ↑ Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 3: Ten Dramatic Years - 1937 to 1946 . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-933254-20-7 , p. 29-34 .
31. ↑ Peter Bley: The Kremmener Bahn. Berlin-Schönholz - Hennigsdorf - Velten - Kremmen . VBN Verlag B. Neddermeyer, Berlin 2004, ISBN 3-933254-52-3 , p. 83-89 .
32. ↑ Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 3: Ten Dramatic Years - 1937 to 1946 . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-933254-20-7 , p. 95-100 .
33. ^ Deutsche Reichsbahn (Ed.): German course book. Annual timetable 1944/45 . Tables 103b-c. July 3, 1944 ( pkjs.de ).
34. ↑ ^{a b} Detlef Hoge: The Anhalter Bahn. In: stadtschnellbahn-berlin.de. October 26, 2008, accessed April 9, 2018 . 
35. ↑ Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 3: Ten Dramatic Years - 1937 to 1946 . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-933254-20-7 , p. 113-119 .
36. ↑ Interest group for rail and local transport Berlin [IGEB] e. V. (Ed.): North-South Railway. From the ghost tunnel to the city train . Verlag GVE, Berlin 1992, p. 43-49 .
37. ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 52 .
38. ↑ Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 53 .
39. ↑ ^{a b} Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 57 .
40. ^ Bernhard Strowitzki: S-Bahn Berlin. Story (s) for on the go . 2nd Edition. Verlag GVE, Berlin 2004, ISBN 3-89218-073-3 , p. 205-207 .
41. ↑ ^{a b} Wolfgang Kämmerer: 100 years of electrical operation Berlin Potsdamer Bahnhof - Groß-Lichterfelde Ost . VBN Verlag B. Neddermeyer, Berlin 2003, ISBN 3-933254-39-6 , p. 60 .
42. ↑ SXF - Berlin City every 20 minutes with the S 9 . In: Point 3 . No. 22 , 23 November 2017, p. 10–11 ( punkt3.de [PDF]).