Berlin-Mahlsdorf train station
| Berlin-Mahlsdorf | |
|---|---|
 Station building with entrance
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| Data | |
| Location in the network | Intermediate station |
| Design | Through station |
| Platform tracks | 5 |
| abbreviation | BMDF |
| IBNR | 8089072 |
| Price range | 4th |
| opening | September 1, 1895 |
| Website URL | sbahn.berlin |
| Profile on Bahnhof.de | Berlin-Mahlsdorf |
| Architectural data | |
| architect | Richard Brademann |
| location | |
| City / municipality | Berlin |
| Place / district | Mahlsdorf |
| country | Berlin |
| Country | Germany |
| Coordinates | 52 ° 30 '44 " N , 13 ° 36' 38" E |
| Railway lines | |
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| Railway stations in Berlin | |
The Berlin-Mahlsdorf Railway Station is an S-Bahn and regional railway station on the Eastern Railway route Berlin - Küstrin-Kietz border . It is located in the district of Mahlsdorf of Marzahn-Hellersdorf . The listed facility is located at the flyover over Hönower Straße .
history
The station was built on September 1, 1895 as the Malsdorf stop at the intersection of Hönower Strasse and the Ostbahn. The station was equipped with two side platforms and a simple service building.
With the "Great Electrification" of the routes of the Berlin city, ring and suburban railways, plans of the Deutsche Reichsbahn only envisaged an expansion of the electrical operation to the neighboring Kaulsdorf station . An extension to Mahlsdorf was not planned because of the tight financial situation of the Reichsbahn. The Lichtenberg district office then asked the Reichsbahndirektion Berlin again to examine the project and referred to the population in the Mahlsdorf district, which has increased by 50 percent since 1920, and the increase in passenger traffic at the Kaulsdorf and Mahlsdorf stations. The Niederbarnim district also wanted an extension of the electric city tracks, but intended the Hoppegarten station as the end point with reference to the horse racing track located there . In the long term, the Strausberg train station should be reached. A profitability audit by the Reichsbahn showed that the project would cost 2.237 million Reichsmarks . The costs would drop to 1.669 million Reichsmarks if the planned overpass of Hönower Strasse were not carried out. A return on the capital and thus the profitability of the project were not to be expected.
The city of Berlin offered the Deutsche Reichsbahn to credit the project. Both sides agreed on the execution of the draft with the overpass of the Hönower Straße. The new bridge should have a clear width of 34 meters. The loan granted by the city comprised the costs for the electrification of the Kaulsdorf - Mahlsdorf line and the necessary railway facilities, including the construction of a new reception building for the Mahlsdorf train station, as well as half the costs that would be required for an overpass with a clearance of 11.40 meters . The city of Berlin was to bear the remaining costs for the transfer. The loan had an annual interest rate of five percent from the first year of operation and six percent annually from the sixth year of operation. The repayment should be made from the end of the fifth year of operation in five annual installments of 370,000 Reichsmarks and a final installment of 365,000 Reichsmarks. The contract was signed on February 26, 1929.
In May 1929, the Deutsche Reichsbahn began building the new reception building and the Kd and Kdo signal boxes belonging to the Kaulsdorf station. The old Kdo signal box, which was located in the area of what would later be the long-distance and suburban platforms, was built south of the long-distance and suburban track pair. In five subsequent construction phases, the long-distance and suburban pairs of tracks were relocated, the city tracks were brought up to the station and the Kaulsdorf station was then rebuilt. The plan was to start electrical operation on October 5, 1930, but the delayed completion of the overpass delayed the construction of the city tracks, so that the Reichsbahn was able to put the electrified city tracks into operation on December 15, 1930. The remaining work at Kaulsdorf station dragged on until the summer of 1931. The city of Berlin waived repayment of the loan from 1933 after it had reached an agreement with the Reichsbahn on the return of the third-party shares in BEHALA to municipal ownership.
In September 1941 there was a S-Bahn accident when a train entering the station ran over the buffer stop and crashed onto Hönower Straße behind it. Fortunately, only property damage occurred.
The plans for the world capital Germania envisaged an extension of the S-Bahn to Strausberg and Rüdersdorf as well as the expansion of the Mahlsdorf station for S-Bahn traffic. Steam-powered suburban traffic was to be eliminated and the S-Bahn was to stop at both platforms. The two outer platform edges should serve a long-distance S-Bahn, which should run in the direction of Berlin from Mahlsdorf without stopping. The extension of the S-Bahn tracks to Hoppegarten should take place according to initial plans in 1939, the extension to Strausberg and Rüdersdorf should follow in 1942. Due to the strategic importance of the Eastern Railway, the four-track expansion of the line was not stopped after 1943. The embankment in Mahlsdorf was widened to the south and two additional bridges were built so that long-distance and freight traffic could pass the suburban platform. The southern exit had to be broken off for this. From August 1, 1944, steam-powered suburban trains ran from Mahlsdorf on the separate pair of tracks to Strausberg. The electrification of the suburban line was a long time coming until 1947. Since then, the long-distance platform has been used by the S-Bahn, while the long-distance train has been led past the station on a new track. The old platform was still used for the amplifiers.
Since spring 2016, train handling has been carried out by the driver using a driver's cab monitor (ZAT-FM).
construction
The station, as it was expanded in 1930, comprised two partially covered central platforms for the S-Bahn as well as for long-distance and suburban traffic. The city tracks ended bluntly in front of Hönower Straße, to the west of the platform there was a double-track sweeping system . The new station building was built on the north side on Hönower Straße. The architect Richard Brademann was responsible for the design . Brademann began with the first sketches for the building in January 1928 before the contract between the magistrate and the RBD Berlin was signed. The shell was finished in October 1929. The building is faced with clinker bricks, an otherwise flatly treated outer skin is structured by wall openings and horizontal and vertical ribbon windows. Brademann also used the downpipes as a structuring design feature.
A second low wall surface is in front of the building on the street side, which continues in the abutments of the bridge. The main entrance is emphasized by a tapering canopy , at the top of which a station clock protrudes vertically. On both sides of the entrance there are three large-format window openings with finely divided bars. The right window opening extends across the corner to the reception building, behind it there is a "refreshment room". The two window openings to the left of the main entrance are used to illuminate the counter hall. South of the counter hall was a second, simple exit to Treskowstraße , which was closed when the station was expanded in 1943/44.
The entrances to the counter hall do not have a vestibule . In the hall, next to the ticket offices and passimeter booths, there was a baggage acceptance facility, public toilets, newspaper stands, ticket machines and telephone machines. The two platforms are accessed via two wide staircases. The hall walls were lightly plastered and clad in the lower area with brown-yellow ceramic tiles. In places, picture and advertising boards were attached. The ceiling is broken through by two skylights .
The station building was completely renovated in 1986/87. The architectural appearance has been changed significantly in some cases. The front of the reception building with the station clock was removed during the work. The window front of the refreshment room was also replaced by a three-part aluminum frame. Instead of the prominent corner, a beveled window was installed. The window fronts to the left of the main entrance were replaced by side entrances.
Regional train station
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Since December 10, 2017, trains of the regional train line RB 26 between Berlin-Lichtenberg and Kostrzyn have been stopping in Mahlsdorf . The symbolic groundbreaking for the construction of the regional platform took place on May 29, 2017. The implementation of the project was originally planned for 2013.
The outer platform has a length of 140 meters with a platform height of 55 cm. Initially, a temporary staircase has been built for access, the final state with staircase and elevator on Hönower Straße should be completed by 2019. [obsolete] The platform platform is spanned by an approximately 11.5 m × 7.5 m large roof. In addition, two weather shelters are arranged further along the platform. Around 3.5 million euros are being invested in the project. There will also be additional bicycle parking spaces and a public toilet in the station building. An elevator between street level and regional platform was opened on June 7, 2019.
In addition to the approximately 13,300 daily S-Bahn passengers today, the regional train stop expects a further 1,400 passengers per day. In January 2018, an average of 180 passengers per day used the regional train stop Monday to Friday and 110 passengers on weekends.
future
In addition, the tram is to be brought right up to the station entrance and compressed to a 10-minute cycle when the town center is relieved of through traffic by the construction of a new road connection, which is also planned. The plans are currently on hold due to different ideas on the part of the Senate and the District Office for the Mahlsdorf traffic solution, so the start of the construction work is not in sight.
Connection
Mahlsdorf station is served by the S5 S-Bahn line between Westkreuz and Strausberg Nord . Regional trains on the RB 26 Berlin-Lichtenberg - Kostrzyn line also stop here .
Directly at the train station you can change to the bus routes 195, 197, 395 and 398 of the Berliner Verkehrsbetriebe . Line 62 of the Berlin tram runs near the train station on Treskowstraße .
The tram connection in the direction of Köpenick has existed since May 10, 1907. The Cöpenick municipal tram initially served the new section with a shuttle car, and since 1908 line 1 and its successor lines have been running from here to Wendenschloß .
| line | course |
|---|---|
|
Westkreuz - Charlottenburg - Savignyplatz - Zoological Garden - Tiergarten - Bellevue - Central Station - Friedrichstraße - Hackescher Markt - Alexanderplatz - Jannowitzbrücke - Ostbahnhof - Warschauer Straße - Ostkreuz - Nöldnerplatz - Lichtenberg - Friedrichsfelde East - Biesdorf - Wuhletal - Kaulsdorf - Mahlsdorf - Birkenstein - Hoppegarten - Neuenhagen - Fredersdorf - Petershagen North - Strausberg - Hegermühle - Strausberg City - Strausberg North |
| RB 26 | Berlin Ostkreuz - Berlin-Lichtenberg - Berlin-Mahlsdorf - Strausberg - Herrensee - Rehfelde - Müncheberg - Seelow-Gusow - Werbig - Küstrin-Kietz - Kostrzyn |
Web links
- Entry in the Berlin State Monument List
- Mahlsdorf. stadtschnellbahn-berlin.de, March 13, 2008, accessed on January 10, 2011 .
Individual evidence
- ↑ Station price list 2020. In: Deutsche Bahn. Deutsche Bahn, January 1, 2020, accessed on July 11, 2020 .
- ↑ Query of the course book route 200.5 at Deutsche Bahn.
- ^ Bernhard Strowitzki: S-Bahn Berlin. Story (s) for on the go . Verlag GVE, Berlin 2004, ISBN 3-89218-073-3 , p. 143 .
- ↑ a b c d e f Susanne Dost: Richard Brademann (1884–1965). Architect of the Berlin S-Bahn . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-36-1 , p. 142-145 .
- ↑ 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. 143-144 .
- ↑ 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. 144-145 .
- ↑ 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. 146-147 .
- ↑ 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. 149 .
- ↑ 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. 150-151 .
- ↑ Mahlsdorf 1345–1995. MAZZ-Verlagsgesellschaft, Berlin 1995, p. 50.
- ^ Bernd Kuhlmann: Railway megalomania in Berlin. The plans from 1933 to 1945 and their implementation . 2nd Edition. Verlag GVE, Berlin 2008, ISBN 3-89218-093-8 , p. 76-77 .
- ^ Bernhard Strowitzki: S-Bahn Berlin. Story (s) for on the go . Verlag GVE, Berlin 2004, ISBN 3-89218-073-3 , p. 146-147 .
- ↑ News in brief - S-Bahn . In: Berliner Verkehrsblätter . June 2016, p. 114 .
- ↑ a b c RB 26 will also stop in Mahlsdorf from December 10th. (No longer available online.) Deutsche Bahn AG, November 17, 2017, archived from the original on December 7, 2017 ; accessed on November 20, 2017 .
- ↑ Reply to printed matter 16/20710. (PDF; 22 kB) Berlin House of Representatives, November 11, 2010, accessed on January 11, 2010 .
- ↑ Only access to the regional platform will be ready in 2018. In: Berliner Woche , Marzahn-Hellersdorf edition, December 14, 2018
- ↑ a b Printed matter 18/13538. (PDF) Berlin House of Representatives, March 2, 2018, accessed on March 16, 2018 .
- ↑ New stop in Mahlsdorf. In: Der Tagesspiegel . May 29, 2017. Retrieved June 6, 2017 .
- ↑ Printed matter 18/19039. (PDF) Retrieved October 28, 2019 .
- ↑ reply printed matter 17/10601. (PDF; 34 kB) Berlin House of Representatives, July 4, 2012, accessed on August 22, 2012 .
- ↑ reply printed matter 17/20431. (PDF) Berlin House of Representatives, November 1, 2013, accessed on December 17, 2013 .
- ↑ Uwe Kerl, Wolfgang Kramer: 100 years of electricity through Cöpenick. The history of the Cöpenick tram. Part 1 . In: Berliner Verkehrsblätter . August 2003, p. 147-152 .