Berlin-Stresow train station
| Berlin-Stresow | |
|---|---|
 Platform of today's Stresow S-Bahn station
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| Data | |
| Operating point type | Station part |
| Platform tracks | 2 |
| abbreviation | BSRW |
| IBNR | 8089053 |
| Price range | 5 |
| opening | October 15, 1846 December 30, 1998 |
| Conveyance | May 19, 1997 |
| Architectural data | |
| Architectural style | classicism |
| architect | Friedrich Neuhaus |
| location | |
| City / municipality | Berlin |
| Place / district | Spandau |
| country | Berlin |
| Country | Germany |
| Coordinates | 52 ° 31 '55 " N , 13 ° 12' 32" E |
| Railway lines | |
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| Railway stations in Berlin | |
The Berlin-Stresow station is an S-Bahn station in the district of Spandau in Berlin 's Spandau district . Until 1997 it served as a long-distance train station as the Berlin-Spandau train station .
history
Spandau receives a railway connection
When the Berlin-Hamburg Railway (BHE) started operating in 1846, a train station for the then independent city of Spandau was opened at what is now the Stresow S-Bahn station. Next to the platform, the BHE built a large two-storey reception building according to plans by its director Friedrich Neuhaus , which has been preserved to this day. The original plan was to build the station west of the Havel, closer to the city of Spandau. Spandau was at the same time a fortress and was subject to building restrictions imposed by the military in its immediate vicinity , so that the train station had to be built on the eastern bank of the Havel.
In addition to the continuous trains between Berlin and Hamburg, the timetable for 1852 also included a pair of trains running on Sundays for excursions from Berlin to Spandau or Finkenkrug . From 1868, the management of the Berlin-Hamburg Railway Company used two pairs of trains between Berlin and Spandau on weekdays, which ran in the morning and in the evening. The connection was set up primarily for the workers of the artillery workshop relocated to Spandau who lived in Berlin. From 1880 the company started using so-called omnibus trains consisting of small tank locomotives with one or two passenger cars; five trains drove daily to Spandau and four trains back to Berlin. After the commissioning of the Berlin Stadtbahn in 1882, traffic in the direction of Spandau continued to increase, the proportion of Berlin passengers in the direction of Spandau was significantly higher than in the opposite direction. Among other things, the Berliners working in Spandau received a fare subsidy. The excursion traffic also played a not insignificant role. The rush of passengers is said to have been so high on Sundays that the passengers on the 3rd / 4th Due to the lack of space in the reception building, the waiting room for the passengers of the 1st / 2nd class Class "flooded".
First reconstruction of the railway systems 1888-1892
When the Berlin-Lehrter Railway opened its station in Spandau west of the Havel in 1871, it was used to distinguish the two stations from Hamburger Bahnhof and Lehrter Bahnhof .
After the nationalization of both railways, their stations were merged: the Hamburg station became a passenger station, the Lehrter station took over the freight traffic of both lines. The same was done with the railroad tracks between Spandau and Berlin (Hamburg-Lehrter Bahn).
Major renovation 1905–1912
During the major renovation of the Spandau railway systems, the railway operations were given their basic structure that is still valid today: long-distance trains, suburban trains (today S-Bahn) to the Berlin light rail and freight traffic were given separate systems.
The enormously growing city of Spandau (1889: 32,000 inhabitants; 1900: 65,000; 1910: 84,000), its industrialization and the steadily increasing traffic made the radical renovation of the Spandau railway system necessary.
The railroad tracks were raised so that no barrier crossing was necessary. In addition, by replacing the railway swing bridge over the Havel with a higher fixed superstructure, the mutual hindrance of ship and rail traffic could be removed. To further increase performance, the previously level entrances to the train station from Berlin and from the west were given bridges to thread the routes.
The passenger station got three central platforms . The two outer platforms, each 300 meters long, were intended for long-distance traffic in the city of Spandau in the direction of Hamburg / Lehrte and Berlin. Platform A away from the city had a maximum width of 7.2 meters, the less used platform C in the direction of Berlin was 6.2 meters wide. The middle platform B with a width of 11.2 meters and a length of 200 meters was connected to the new double-track Spandau suburban railway , on which the suburban trains to and from the Berlin Stadtbahn ran in regular service. Freight trains could bypass the platforms on two other tracks south of the passenger tracks. The comparatively small width of the long-distance platforms was due to the local conditions. To the north of the tracks was the station building that was to be preserved, and to the south of the railway facilities was the barracks yard of the Guard Grenadier Regiment No. 5 . The platforms were connected to the reception building via a passenger tunnel with stairs that were 2.5 meters, 4.0 meters and 2.0 meters wide; the suburban platform also had a separate staircase at the west end. The platforms were partially covered with a single-stem construction. For the conversion, the locomotive station for suburban traffic and the buildings for express and local freight traffic had to be removed. These tasks as well as the shunting activities were taken over by the Wustermark marshalling yard, which opened in 1909 .
In order to distinguish the new long-distance train station from the suburban train station Spandau West, which was also newly built on the west bank of the Havel , it was named Spandau Hauptbahnhof in August 1911 .
The S-Bahn is coming
On August 23, 1928, a new system also reached Spandau - the S-Bahn now ran every ten minutes from the Berlin Stadtbahn to Spandau-West, where it had a connection to the suburban steam traffic from the Lehrter Bahnhof in Berlin.
The suburban steam trains also reached Spandau every 10 minutes and then ran alternately to Nauen and Wustermark every 20 minutes. The work to convert all of this rapidly growing suburban traffic to electric S-Bahn operation had to be stopped because of the Second World War .
After the city of Spandau was incorporated into Berlin in 1920, several station names were only later adapted to the new municipal structure: the addition to the name Hauptbahnhof was deleted in 1936 and replaced by Berlin-Spandau .
At the end of the Second World War, the S-Bahn , which last only ran between Friedrichstrasse station and Spandau, came to a standstill. The night before, April 24, 1945, German troops blew up the Havel Bridge. Around six weeks later, on June 9, 1945, the S-Bahn was gradually able to start operating again. However, as severe war damage prevented the S-Bahn to Spandau-West from operating, especially at the Havel Bridge, the trains initially ended at Spandau station. It was not until 1947 that electric trains continued to run across the Havel.
On August 14, 1951, the S-Bahn traffic to Falkensee (Hamburger Bahn) and Staaken (Lehrter Bahn - Personenzuggleise) could be extended. Between Spandau and Jungfernheide , S-Bahn traffic was also set up on August 28, 1951 on the passenger train of the Hamburg-Lehrter Bahn . As a result, the suburban trains from the Lehrter station were canceled, which was then shut down.
Closure of the long-distance train station in 1952
On May 18, 1952, the Reichsbahn closed all long-distance train stations in the western sectors of Berlin except for the Zoologischer Garten train station - including the train station in Spandau. The suburban traffic had been withdrawn to the S-Bahn terminus Staaken and Falkensee as early as 1951 and the Lehrter station in Berlin was closed in the same year. In addition, the interzonal trains were increasingly concentrated on the Griebnitzsee control station.
The Hamburg long-distance trains continued - albeit without stopping - via Spandau to the Berlin Stadtbahn; to a successful escape by train from the GDR to West Berlin via the Hamburg railway in Albrechtshof on December 5, 1961, a few months after the Wall was built . From the next day, these long-distance trains were also diverted between the Berlin Stadtbahn and Nauen via the control station at Griebnitzsee and Wannsee and the western Berlin outer ring . Only the S-Bahn and goods traffic to Wustermark remained at Spandau station.
Transit traffic from 1976
Long-distance trains did not stop again until September 26, 1976 , after the Federal Government had agreed with the GDR to speed up passenger train traffic between Berlin and West Germany in December 1975. The new Staaken control station was set up for the transit trains to Hamburg , so that the time-consuming detour via the Griebnitzsee control station could be omitted - and the southern long-distance platform in Spandau was renovated. The northern long-distance platform, however, was dismantled. The reception building from 1846 presented itself renovated on the outside and received a modernized reception hall inside.
The Reichsbahn stopped the S-Bahn traffic after the strike of the Reichsbahner in West Berlin on September 17, 1980 and only allowed S-Bahn trains to run on a few routes. The tracks and stations were visibly rotting away.
New building after 1990
With the fall of the Berlin Wall and German reunification , Spandau train station was slowly able to build on its former importance. From August 13, 1990, suburban trains ran again from Havelland to Spandau, which were later continued in the direction of Berlin to the stations in Charlottenburg, Jungfernheide and Westkreuz.
Long-distance traffic with Hamburg was increased at the same time. As early as May 31, 1992, an InterCity line ran every two hours between Berlin and Hamburg. With the timetable change on May 28, 1995, the trains of the Hamburger Bahn - after opening the gap between Spandau and Falkensee - could take the regular route to Hamburg again.
From June 2, 1991, direct long-distance trains from Berlin to Hanover were again inserted on the Lehrter Bahn . With the expansion of the Lehrter Bahn to the ICE line Berlin – Hanover , it was decided in the same year to relocate the Spandau station to the west, over the Havel, for example to the place of the Spandau West station.
On May 19, 1997, the "old" Berlin-Spandau station was closed, then the remaining platforms were cleared and the track plan from around 1910 was finally removed. When the railway systems in Spandau were completely rebuilt, the S-Bahn tracks of the Spandau suburban railway moved from the central position between the long-distance tracks to the northern side. A new S-Bahn platform was built there for the Stresow S-Bahn station with exits from the middle of the platform to the station forecourt and from the western end of the platform to Grenadierstraße. The listed station building from 1846 was preserved and renovated, but is only used for internal purposes. The railway systems in the area of the Stresow S-Bahn station were provided with high noise protection walls, which caused considerable visual impairment.
The Stresow S-Bahn station was opened on December 30, 1998. On the same day, the S-Bahn line extended from Pichelsberg from Westkreuz to the “new” Berlin-Spandau station went into operation.
Connection
In addition to the S3 and S9 lines of the Berlin S-Bahn , the stop is connected to the bus network of the Berlin transport company .
| line | course |
|---|---|
|
Spandau - Stresow - Pichelsberg - Olympiastadion - Heerstraße - Messe Süd - Westkreuz - Charlottenburg - Savignyplatz - Zoological Garden - Tiergarten - Bellevue - Central Station - Friedrichstraße - Hackescher Markt - Alexanderplatz - Jannowitzbrücke - Ostbahnhof - Warschauer Straße - Ostkreuz - Rummelsburg - Rummelsburg depot - Karlshorst - Wuhlheide - Köpenick - Hirschgarten - Friedrichshagen - Rahnsdorf - Wilhelmshagen - Erkner |
|
Spandau - Stresow - Pichelsberg - Olympiastadion - Heerstraße - Messe Süd - Westkreuz - Charlottenburg - Savignyplatz - Zoological Garden - Tiergarten - Bellevue - Hauptbahnhof - Friedrichstraße - Hackescher Markt - Alexanderplatz - Jannowitzbrücke - Ostbahnhof - Warschauer Straße - Treptower Park - Plänterwald - Baumschulenweg - Schöneweide - Schöneweide depot - Adlershof - Altglienicke - Grünbergallee - Berlin-Schönefeld Airport |
literature
- Peter Bley: 150 years of the Berlin – Hamburg railroad . alba, Düsseldorf 1996, ISBN 3-87094-229-0 .
- Bernd Kuhlmann: Railway node Berlin . Verlag GVE, Berlin 2006, ISBN 3-89218-099-7 .
- von der Leyden (ed.): Berlin and its railways - 1846–1896 . Emphasis. Verlag Aesthetik und Kommunikation, Berlin 1982, ISBN 3-88245-106-8 (first edition: 1896).
Web links
- Stresow train station on stadtschnellbahn-berlin.de
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.
- ^ Hans Jürgen Kämpf: The streetcar in Spandau and around Spandau . Local history association Spandau 1954 e. V., Berlin 2008, ISBN 978-3-938648-01-8 , pp. 23-29 .
- ^ Erich Giese: Redesign of the railway systems at Spandau and construction of a marshalling yard at Wustermark . In: Journal of Construction . Issue 10-12, 1912, Col. 643–670 ( zlb.de [accessed April 1, 2017]).