Berlin-Wilhelmsruh train station
| Berlin-Wilhelmsruh | |
|---|---|
 Station building south side
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| Data | |
| Operating point type | Breakpoint |
| Platform tracks | 2 (north runway) |
| abbreviation | BWM |
| IBNR | 8089095 |
| Price range | 4th |
| opening | July 10, 1877 (Nordbahn) May 21, 1901 (Heidekrautbahn) |
| Conveyance | November 9, 1961 (Heidekrautbahn) |
| Website URL | sbahn.berlin |
| Profile on Bahnhof.de | Berlin-Wilhelmsruh |
| Architectural data | |
| architect | Ernst Schwartz |
| location | |
| City / municipality | Berlin |
| Place / district |
Berlin-Reinickendorf , Berlin-Wilhelmsruh |
| country | Berlin |
| Country | Germany |
| Coordinates | 52 ° 34 '53 " N , 13 ° 21' 47" E |
| Railway lines | |
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| Railway stations in Berlin | |
The Berlin-Wilhelmsruh station , formerly: Reinickendorf (Rosenthaler Straße) and Reinickendorf-Rosenthal , is a station on the Berlin Northern Railway . It is located in the Reinickendorf district of Berlin in the district of the same name on the border with the Wilhelmsruh district , which today belongs to the Pankow district. The next station to the north is Wittenau (Wilhelmsruher Damm) , the next station to the south is Schönholz station .
To the northeast of the Nordbahn station, and thus in the area of the Wilhelmsruh district in the Pankow district , the station of the Reinickendorf-Liebenwalde-Groß Schönebecker Eisenbahn , later the Niederbarnimer Eisenbahn , was opened on May 21, 1901 . It was the Berlin terminus of the Heidekrautbahn .
Today the station is only served by the Berlin S-Bahn trains.
History of the northern railway station
Since the 1870s
The station was opened on July 10, 1877 under the name Bahnhof Rosenthal and served to develop the village of Rosenthal . Initially, it was a very simple demand stop for suburban traffic between Gesundbrunnen and Oranienburg . This was then called "omnibus traffic".
Due to the growth in suburban traffic, the single-track northern line in the soft area of Berlin increasingly became a bottleneck. Between 1887 and 1888 "the KED [Königliche Eisenbahn-Direktion] Berlin set up new crossing stations for operational purposes [!] Only: at [!] Reinickendorf (Rosenthaler Straße) ..."
When the timetable changed on June 1, 1891, the northern line between Gesundbrunnen and Oranienburg was expanded to two tracks. At that time the station was called Reinickendorf (Rosenthaler Straße) . However, other names have been passed down from the time before 1883: Reinickendorf-Rosenthalerstraße and Straße nach Rosenthal . In the official journal of the Königliche Eisenbahn-Direktion Berlin from 1883 the following stations are mentioned: "... Pankow 4.70 km, Schönholz 5.90 km, Reinickendorf 7.40 km , Dalldorf 10.25 km ..." (distances from Stettiner Bahnhof ) - there is probably only a mix-up here. The "Timetable of the Berlin Northern Railway" of July 10, 1877 specifies the order of the stations with Prinzen-Allee , Reinickendorf , Rosenthal and Dalldorf .
Since October 1, 1891, the breakpoint has become the standard stop after it was previously only used as a stop on demand. After an order of the Royal Railway Directorate in Berlin on March 18, 1893, the station was renamed Reinickendorf-Rosenthal .
On April 30, 1899, the street at the train station, mostly known as the street to Rosenthal , was renamed Copenhagen Street .
The continuously increasing number of passengers on the suburban trains, in 1907 there were 7.05 million passengers, made it necessary to expand the northern railway to four tracks, separated for long-distance and suburban traffic, also north of the Schönholz- Reinickendorf station . The route was relocated to an embankment in order to allow road traffic to cross without any level . The work between Reinickendorf-Rosenthal and Wittenau began in 1908. “The completely new suburban stations in Reinickendorf-Rosenthal ... were put into operation on December 20, 1910 ... Their platforms had the now usual height of 76 cm above the top of the rails on the suburban lines ... Special reception buildings were not built on these stations either, but were arranged again under and between the tracks of the reception halls according to a tried and tested pattern, which accommodated all the facilities required for handling suburban travelers " .
This gave the station its classic Berlin S-Bahn face, which it will keep into the 21st century. An access structure was only erected at the southern end of the platform, facing Kopenhagener Strasse. The two entrances point parallel to the street towards Wilhelmsruh and towards Reinickendorf.
From 1924 to 1960 the station had a connection to the Berlin tram that connected Reinickendorf with Wilhelmsruh.
On June 5, 1925, the suburban line from Gesundbrunnen to Birkenwerder was electrified and electric train operations began with initially three "electric train pairs". The term S-Bahn was only introduced a few years later.
In 1929 the number of travelers departing here rose from 1,180,000 in 1912/1913 to 1,682,000.
On October 3, 1937, the station was given its current name: Berlin-Wilhelmsruh . At that time, the Wilhelmsruh district belonged to the Reinickendorf district of Greater Berlin . That only changed in 1938 when Pankow and Reinickendorf swapped areas.
After 1945
While the second long-distance track of the northern line was removed as part of the dismantling after the end of the Second World War in the summer of 1945, the S-Bahn station kept both tracks on the suburban line. The second S-Bahn track was removed north of the station to Borgsdorf . The suburban traffic on the Northern Railway, which was interrupted at the end of the war, was resumed between June 6 and June 11, 1945, initially with two pairs of locomotives. From August 18, 1945, electric S-Bahn trains could again run hourly via Berlin-Wilhelmsruh, initially to Berlin-Hermsdorf . From November 19, 1945, the S-Bahn service to Wilhelmsruh was double-tracked again, but only every 30 minutes due to the lack of crossing possibilities on the northern section of the route. It was not until May 9, 1946 that a 20-minute cycle was offered again.
Long-distance and freight traffic on the northern line at Wilhelmsruh station became more difficult due to the increasingly politically prominent border. When the Deutsche Reichsbahn took over the operation of the Niederbarnimer Eisenbahn on July 1, 1950, it led its trains via the (private) Wilhelmsruh station and the siding to the Schönholz freight station on the northern line to the Szczecin station, which initially relieved the S- Rail trains led. When the timetable changed on May 18, 1952, passenger traffic on the Berlin part of the northern line was stopped because the Szczecin station was closed. The heather railway ended again in Wilhelmsruh. From September 1950, the Hermsdorf freight yard to the north could no longer be served from Oranienburg (as was previously the case) , but only from Schönholz.
While the long-distance traffic (passing through Wilhelmsruh station) ceased during this period, the use of the S-Bahn increased massively.
Since 1953, so-called transit trains of the S-Bahn, which did not stop at the stations of the western sectors, have also operated on the northern line on weekdays. For various members of state-owned companies, it was forbidden to exit and later drive through the western sectors "for safety reasons". On the northern line, two trains each ran from Oranienburg into town in the morning and back in the evening. The passers-through ran until May 3, 1958. After that, they were replaced by locomotive-hauled trains between Oranienburg and Lichtenberg and Ostbahnhof stations (the Hohen Neuendorf - Blankenburg S-Bahn connection via the Berlin outer ring (BAR) was only opened on November 9 Commissioned in 1961).
Since 1948 a train sequence was offered every 20 minutes during the day, which in the mid-1950s no longer met the requirements. The Deutsche Reichsbahn therefore tried to set up a 10-minute cycle by extending the amplifier trains that ended in Schönholz to Hermsdorf. Due to the single-track route north of Wilhelmsruh, travel times had to be shortened. While a maximum of 60 km / h was permitted on the S-Bahn lines at that time, the maximum speed from Schönholz was increased to 70 km / h, between Wilhelmsruh and Waidmannslust to 80 km / h. Neither vehicles nor power supply allowed such an increase in output, so that the Deutsche Reichsbahn had to stop this "experiment" on May 26, 1955 - after only four days. Announcements followed that the line would be rebuilt with two tracks (first to Borgsdorf , then to Frohnau or Hermsdorf) - but none of this was implemented. Before that, in April 1955, the long-distance line to Oranienburg was interrupted before Birkenwerder. The curve from Birkenwerder to the Berlin outer ring was built here. For the timetable change on May 28, 1961, a 10-minute cycle to Berlin-Wilhelmsruh was introduced.
In 1960 the two tram lines - most recently only running from Reinickendorf to the sector border at the station - were closed.
August 1961 to 1990
After the construction of the Berlin Wall, the S-Bahn trains (to Frohnau) continued to run as train group 1 every 20 minutes. The location of the S-Bahn station directly on the sector border is now showing clear effects, the eponymous district is inaccessible in the east. For West Berliners, the station is rather uninteresting because the next residential buildings are just under a kilometer south, and behind the Kremmener Bahn ( S-Bahn station Reinickendorf , today Alt-Reinickendorf ).
At the end of the 1960s, a building project by the state of Berlin (West) to develop the Märkisches Viertel led to a change in operations. When building a new bridge over Schorfheidestrasse (connection to the street Am Nordgraben), the abutments were designed for four tracks, but only two superstructures were installed. Bley reports on p. 86: "At least since the construction of this new bridge, the freight trains between Schönholz and Hermsdorf have been running on the S-Bahn track" - that is, a bridge superstructure for the mainline track was available, but not occupied by a track. The long-distance railway track in the area of the Wilhelmsruh station was no longer used. Another bridge construction project around 1975 on Wilhelmsruher Damm, i.e. at the Wittenau S-Bahn station (northern line) , brought no change to the station described.
During the strike of the West Berlin Reichsbahner , traffic was idle between September 17th and 28th, 1980. However, S-Bahn traffic via Wilhelmsruh was resumed afterwards. Almost three years later, with the takeover of the “western” S-Bahn by BVG on January 9, 1984, the line to Frohnau and with it the Wilhelmsruh station was shut down. The Berlin Senate intended to put the line to Frohnau back into operation in the long term. The pressure of the population led to a quick restart, so that the line and the Wilhelmsruh station went back into operation on October 1, 1984. The line north of the station initially remained single-track and was expanded to double-track in 1986 to enable a 10-minute cycle. The station itself was not affected by this expansion because it already had two tracks. From August 18, 1986, the 10-minute cycle was introduced, initially to Wittenau (Northern Railway), and towards the end of the year also to Frohnau.
From 1991
The fall of the Berlin Wall initially had no impact on the station. The Copenhagener Strasse border crossing was opened on April 7, 1990, but access to the station was still only possible from the south. On May 31, 1992, the gap across the West Berlin city limits between Frohnau and Hohen Neuendorf was closed; for Wilhelmsruh station, it remained at a 10-minute cycle. At the end of May 1995 an additional train group (every 20 minutes) was introduced, which runs from / to Waidmannslust. Together with a reduction in the travel time of the trains to Oranienburg, a situation arose similar to that of 1955, except that the "experiment" was not interrupted, but rather to get a grip on by changing the timetable.
The station was renovated in 2000 and 2001, and the northern entrance has been accessible again since 2001.
The S-Bahn station has an elevator so that it is barrier-free .
The further expansion of the station and the line depend on when the reconstruction of the long-distance railway tracks, as provided for in the Federal Transport Infrastructure Plan, takes place, but there is no date for this yet.
History of the train station of the Heidekrautbahn
From 1900
At the beginning of the 20th century, the railway station was on the same level as the corresponding S-Bahn stop. was opened in 1901 and then steadily expanded. While the northern line was laid on a dam between 1905 and 1906, the Heidekrautbahn station remained on the ground floor. The passengers passed through Copenhagener Strasse.
The actual station had two platform tracks for passenger traffic as well as a number of stabling and shunting tracks. The shunting tracks and a siding could also be used for freight traffic, which in turn enabled a direct connection to the Northern Railway, after which it was raised via a 1.57 km long ramp. The station's additional equipment included a goods shed, a loading lane with head and side ramps, two separate locomotive sheds, a coal yard and a water crane .
On November 14, 1907, the rail connection to Schönholz went into operation. It had become necessary due to the construction of a dam on the northern railway and replaced the direct siding with a long ramp to the elevated freight yard Schönholz-Reinickendorf (at what later became Berlin-Schönholz station).
After the Bergmann Elektrizitätswerke was built around 1907, the station also received a siding for this factory.
On October 3, 1937, the station was renamed Berlin-Wilhelmsruh (Niederbarnimer Eisenbahn) (shortened: Berlin-Wilhelmsruh [NBE] ). He was also referred to as Berlin-Wilhelmsruh (Klbf) on various occasions . On March 21, 1939, the Kleinbahnhof received its own station building.
Around 1950 the station had two platform tracks, two stand-up tracks facing the S-Bahn embankment, six continuous side tracks east of the platform and a loading lane with a head and side ramp. There are also two (or just one) engine sheds at the northern end of the station.
From July 1, 1950 to May 18, 1952, the NBE trains ran to the Stettiner Bahnhof or Nordbahnhof as the terminus. After the North Station was closed, the trains ended again in Berlin-Wilhelmsruh (NBE).
In May 1953, a separate workshop was opened on Lessingstrasse for the electricity works, in the vicinity of the Heidekraut station.
After 1961
After West Berlin was sealed off, the Berlin Wall was built on August 13, 1961, the station was decommissioned on November 9, 1961 and relatively quickly razed to the ground in 1962 because it was in the border strip. The travel and freight traffic between Wilhelmsruh and Rosenthal was stopped, the siding to Schönholz was interrupted.
On March 24, 1962, the Deutsche Reichsbahn informed the Niederbarnimer Eisenbahn AG (based in Berlin-Wilhelmsruh, Fontanestrasse 31) about the clearing of railway facilities "a) the reception building and b) the locomotive shed" and added: "The implementation of a) is already done. The object for b) is still being processed ”. The platform can still be seen on a photo dated July 7, 1962, so at that time only the station building on Kopenhagener Strasse was demolished. The photo also documents the border line: while the train station on the embankment is already in the Pankow area, the right-angled Copenhagener Straße is still a few meters away from Reinickendorf.
Until a siding for VEB Bergmann-Borsig was built from the north around 1970, transfer trains with freight wagons were brought to the plant via Wilhelmsruh station.
With the later expansion of the border installations in this area, the tracks and other facilities of the station were cleared, but remains of the station can still be found between wild vegetation, e.g. B. low platform enclosures and short remnants of rails. The connecting track to the south to the Schönholz freight yard was located directly in front of the border in the French sector and therefore remained (unused).
On August 12, 2011, the NEB inaugurated a memorial stele at Wilhelmsruh S-Bahn station, which informs about the history and the future of the heather railway.
future
The Niederbarnimer Eisenbahn plans to rebuild the line from the Märkisches Viertel to the Berlin-Wilhelmsruh station. Contrary to the original route, the station is not to be built at ground level, but on the embankment at the level of the northern runway and in the form of a side platform, accessible via a ramp from the northern station forecourt and via a staircase from the Mauerweg . The trains of the Heidekrautbahn can then be taken back to Berlin-Wilhelmsruh station, with the option of changing to the S-Bahn. The state of Berlin supports this project, the rebuilding is included in the urban development plan traffic. The associated planning approval decision was published in early 2011. In particular, the financing of the construction work and an order for the associated public transport services by the states of Berlin and Brandenburg are still open .
After the long-distance tracks of the northern line have been rebuilt, a switch connection to the south of the platform will be used to connect to the mainline tracks of Deutsche Bahn. This would enable the continuation of the Heidekrautbahn passenger traffic to the long-distance train station Berlin-Gesundbrunnen .
Borderline
The course of the border between the two parallel railway stations seems clear, as the Wall and a border path, now the “ Berlin Wall Path ”, was located between the S-Bahn station in Reinickendorf and the former Heidekrautbahn station in Pankow .
Connection
The S-Bahn station is served by the S1 and S26 lines of the Berlin S-Bahn. It is possible to change to bus line 122 of the Berliner Verkehrsbetriebe .
literature
- Peter Bley: Berlin Northern Railway . Berlin 2002, ISBN 3-933254-33-7 .
- Jürgen Opravil: The Heidekrautbahn . Berlin 1999 (2nd edition).
- Erich Preuss : The Niederbarnimer Railway . Stuttgart 2001, ISBN 3-613-71150-8 .
- Bernd Kuhlmann: Railway node Berlin . The development of the Berlin railway network since 1838. GVE, Berlin 2000, ISBN 3-89218-003-2 .
Web links
- Entry in the Berlin State Monument List with further information
- Berlin-Wilhelmsruh 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 .
- ↑ a b Bley, p. 36.
- ↑ a b c d e f Kuhlmann 2000, p. 129.
- ↑ Bley, p. 22.
- ↑ Bley, p. 23.
- ↑ Bley, p. 24.
- ↑ Facsimiles of both sources in Bley, pp. 15, 21.
- ↑ Bley, p. 111.
- ↑ Kaupert media gmbh: Copenhagen Road 1-107 in Berlin. Retrieved August 13, 2018 .
- ^ Bley, p. 57.
- ↑ Bley, p. 64.
- ^ Bley, p. 79.
- ↑ Kuhlmann 2000, p. 110.
- ↑ Bley, p. 86, no statement about amplifier trains to Hermsdorf.
- ↑ a b Bley, p. 90.
- ↑ Bley, p. 105, without a direct year.
- ↑ Printed matter 16/3000 of the German Bundestag: Report on the expansion of the railways 2006, p. 80: Subproject No. 27b (PDF; 2.9 MB).
- ↑ Kuhlmann 2000, p. 100.
- ↑ a b Opravil, p. 108/109: Bf. Wilhelmsruh.
- ↑ Kuhlmann 2000, p. 108.
- ↑ Opravil, 1999, p. 96, facsimile of the letter.
- ↑ Opravil, 1999, p. 98, according to picture credits: Landesbildstelle Berlin.
- ^ Preuss, p. 19.
- ^ Bley, p. 83.
- ↑ Urban development plan for traffic. Senate Department for Urban Development and the Environment, accessed on February 4, 2012 .