Berlin Julius-Leber-Brücke train station
| Berlin Julius-Leber-Bridge | |
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 The Julius-Leber-Brücke S-Bahn station
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| Data | |
| Operating point type | Breakpoint |
| Platform tracks | 2 |
| abbreviation | BJLB |
| Price range | 5 |
| opening | October 15, 1881 May 2, 2008 |
| Conveyance | July 3, 1944 |
| Website URL | s-bahn-berlin.de |
| Profile on Bahnhof.de | Julius-Leber-Bruecke |
| location | |
| City / municipality | Berlin |
| Place / district | Schöneberg |
| country | Berlin |
| Country | Germany |
| Coordinates | 52 ° 29 '11 " N , 13 ° 21' 37" E |
| Railway lines | |
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| Railway stations in Berlin | |
The Julius-Leber-Brücke station is located on the tracks of the Berlin North-South S-Bahn below and north of the bridge named after Julius Leber along the Kolonnenstrasse in the Schöneberg district of Berlin . The forerunner station Kolonnenstrasse was also at this point on the Südringpitzkehre . It was in operation until 1944, but then had to be abandoned due to the destruction of the Second World War . Remnants of the former platform were still preserved until construction work began on the new building in November 2006. The newly created stop has been served by the S-Bahn line S1 since it opened on May 2, 2008. The station is abbreviated to BJLB in the operating point directory .
history
Schöneberg train station on the Südringspitzkehre
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The Berlin Ringbahn was opened in 1871 on the first section between Moabit and Potsdamer Bahnhof , in 1877 the ring was closed. Nevertheless, most of the trains did not use the shortest route around the Ring, but continued to serve Potsdamer Bahnhof in the city center. The route covered between the long-distance train station and the actual Ringbahn was given the name Südringspitzkehre .
On October 15, 1881, the Schöneberg station was opened on this route with a simple side platform . A short time later, the main line also received side platforms, which gave the station a transfer function.
At the end of the 19th century, passenger traffic increased in the station and on both routes. The station on the Südringspitzkehre was rebuilt, it received a central platform and a bricked entrance building with a polygonal top and roof helmet on the Sedanstrasse bridge. The construction of the Sedan Bridge (since the 20th century: Julius-Leber-Brücke ) did not allow the tracks to widen beforehand, so that the platform could only be placed several meters behind the bridge. A so-called “greenhouse corridor”, a glazed connecting corridor, acted as a connection between the station building on the bridge and the platform.
Long-distance and suburban traffic were separated on the Potsdam route and a separate suburban railway, the Neue Wannseebahn, was built for suburban traffic to Wannsee . However, the space did not allow a platform at the same height to be possible for the Wannseebahn. Instead, when the suburban railway opened on October 1, 1891, the Großgörschenstraße station was built , which stretched south from the street that gave it its name, but is still several hundred meters further north of the Schöneberg ring station. In order to enable a transfer station, both stations were connected by a 300 meter long path. The path ran over two bridges, through a tunnel and partly between the tracks and was nicknamed "Mutton Gang".
The station was renamed on December 1, 1932. It was given the name Kolonnenstrasse . The name Schöneberg was given to the new interchange station between the Wannsee and Ringbahn on Mühlenstrasse (since 1937: Dominicusstrasse ) that opened on March 1, 1933 .
Construction of the north-south S-Bahn
The long-discussed construction of a north-south connection for the S-Bahn, which was decided in 1933 as part of the job creation measures, with its core, a north-south tunnel between the three southern suburban lines that ended at Potsdam train station , and the three up to then on the Stettiner The suburban lines terminating in the north of the station also brought about considerable changes for the railway lines running together in the cut of the Potsdam main line. The Wannseebahn, running west of the main line, had to change to its east side in order to be introduced into the mouth of the tunnel to the underground Anhalter Bahnhof .
The former station Großgörschenstrasse of the Wannseebahn had to be omitted. The original plan was to merge the Wannseebahn and Südringspitzkehre in one direction , with the tracks of the Wannseebahn inside and those of the Südringpitzkehre outside. The Kolonnenstraße ring station was to be expanded into a transfer station between the Wannseebahn and Südringspitzkehre, with the existing platform becoming the island platform to the north, and a new platform further west would enable the transfer between the Wannseebahn and the Ringbahn to the south.
For this purpose, the northern mouth of the tunnel of the underpass of the Wannseebahn had to be placed appropriately, and the northbound track of the Südringpitzkehre shifted to the east. This in turn required the expansion of the clear space under the bridge and the demolition of the old reception building. Both measures were started in 1936; the old station building was replaced by a temporary solution at the confluence with Brunhildstrasse, and the city of Berlin began to extend the Sedan Bridge with the construction of the new southern half, which was put into operation in March 1937. The eastern abutment was moved outwards by eight, the western by six meters.
The plans announced on January 30, 1937 for the conversion of Berlin into a " World Capital Germania " by Hitler and Speer threw the plans overboard. The connections planned for the Südringpitzkehre at the southern head of the underground Potsdamer Platz station and the upper floor of the tunnel between Potsdamer Platz and the Brandenburg Gate , which was already built as a turning and parking facility for the Südringpitzkehre, were to be used differently, namely for a direct S-Bahn route between one Nordbahnhof on Nordring and a Südbahnhof on Südring.
As a result, all construction measures that opposed these plans were omitted, and some buildings that had already been completed, such as the north head of the underground Anhalter Bahnhof, had to be rebuilt.
In the cut in the terrain between Südring and Yorckstraße, the line operation remained , with the Wannseebahn now running between long-distance tracks (main line) and ring tracks, and the northern mouth of the Wannseebahntunnel was placed further west than originally planned.
Although the old Wannsee railway station at Großgörschenstraße was replaced by the new Yorckstraße (Großgörschenstraße) station, which extends north from Großgörschenstraße to Yorckstraße, there was no longer any possibility of changing between the Wannseebahn and Südringspitzkehre in this area.
The reconstruction of the Sedan Bridge was not continued.
Destruction and decommissioning
The first damage from aerial bombs occurred as early as November 1943 . After the provisional repair of the tracks in the area, however, operations could initially be maintained. By October 1, 1944 at the latest, the damage to the train station and the route had been so severe that the Ringbahn trains now had to run in the Vollring instead of the Südringpitzkehre, which ultimately took place until 1961 and has been carried out again since 2006.
In the following years the tracks were also removed for the purpose of obtaining spare parts. In the Reichsbahn documents of February 1947, the non-existence of the Kolonnenstrasse station and the lack of the S-Bahn tracks were confirmed. In the period that followed, the most important parts of the station were removed, while the platform remained partially in place.
Reconstruction as "Bahnhof Julius-Leber-Brücke"
After the takeover of the S-Bahn in West Berlin by the Berliner Verkehrsbetriebe on January 9, 1984, there were considerations to lead the Anhalter suburban routes from the Papestrasse station over the Südring and a " Cheruscan curve " into the cut of the Potsdam Railway to be linked with a transfer station in the direction of operation at the Julius-Leber-Brücke. As planned until 1936, the tracks of the Wannseebahn were to run on the inside, those coming from the Ring, on the outside. Due to the rescheduling in 1937, the Wannsee Railway is further west than planned for the Kolonnenstraße transfer station at the time , and so the new Kolonnenstraße station had to be built further west than the old one. The construction freedom gained by the war damage also made it possible to move the new station further south and thus to create access to the platforms from both sides of the bridge.
With the new train station, the densely populated Schöneberger Rote Insel should also be served; the catchment area comprises an estimated 28,000 people, which is only surpassed by the stations of the light rail .
A first draft by the Berlin office Maedebach was presented in an architecture competition in 1987. The planned new station building was estimated at around nine million euros. In the following months, however, the model was increasingly simplified and the start of construction was postponed. The fall of the Berlin Wall on November 9, 1989, however, brought down essential prerequisites for this plan. Nevertheless, the plan for the new train station was pursued, this time as a plan of a diagonal cross-city line from the eastern Südring to the northwest, either with the reconstruction of the Siemensbahn to Gartenfeld or even to the Spandauer Wasserstadt, or to Tegel Airport .
But financial problems also meant that station planning was repeatedly postponed.
At the end of 2004, the Senate Chancellery assumed that construction would start in 2006 and completion in 2007, at a cost of around 6.32 million euros. A daily traffic volume of 17,300 people was calculated. In May 2006 the financing agreement between Deutsche Bahn and the State of Berlin was signed.
When planning the new station, the reconstruction of the main line via Düppel to Potsdam and the realization of the S21 line were taken into account. So next to the western platform there was space for two regional train tracks of the main line, the eastern platform to the north (Yorckstraße) can be extended to a central platform by a second edge for the also north-facing S21 track , which would enable unimpeded access and easy transfer .
Construction work began on November 16, 2006. By July 2007, the remains of the old Kolonnenstrasse station were demolished, access routes for construction vehicles were built on both sides of the track and the construction site was cleared. The north-facing pedestrian bridge built after the war was demolished. In January 2008, construction work began to create the platform foundations and the access structures. The side platforms were built as a prefabricated structure by the end of March.
The new building is designed quite simply. Two side platforms with a partial roofing, stairways on both sides of the Julius-Leber-Brücke and two elevators for barrier-free access were built. On May 2, 2008, the new S-Bahn station under the name Julius-Leber-Brücke was put into operation as the 166th station of the Berlin S-Bahn without the construction work being completed. The platforms were neither (partially) roofed at the opening, nor were the access stairs on the north side of the bridge or the elevators completed.
Two weeks after opening, on the night of May 16, 2008, the station was badly damaged by vandalism by destroying panes in waiting halls and showcases and damaging a ticket machine. In addition, walls were smeared with political slogans.
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In December 2008 the northern stairwells were completed and put into operation. The associated elevators enable barrier-free transfers. The newly built pedestrian bridge on the northern side has been accessible since the end of April 2009. In the course of the construction work, the bus stops in Kolonnenstrasse were relocated to the bridge in order to improve the transfer options. The bus stop directly in front of the northern access building could only be put into operation on June 18, 2013 - over five years after the station opened. Construction defects and coordination problems between the companies and authorities involved are named as the cause.
Plans provide for a second north-south route with the planning name S21 , which is to meet the main route approximately at the level of the two Yorckstrasse train stations . In the course of this, the Südringspitzkehre should also be restored, the Julius-Leber-Brücke station is then intended as a transfer point. The implementation takes place in several planning and realization phases, initially only the connection of the main station from the north ring should be realized.
Connection
The S-Bahn station is served by the S1 line of the S-Bahn and offers transfer options to the bus network of the Berlin transport company .
literature
- Wolfgang Kiebert: One train station - three names: Schöneberg, Kolonnenstrasse, Julius-Leber-Brücke (?) . In: Verkehrsgeschichtliche Blätter . Volume 4, 2007, pp. 101-105 .
- Berlin S-Bahn Museum (ed.): Endless route. The Berlin Ringbahn . Verlag GVE, Berlin 2002, ISBN 3-89218-074-1 , p. 47 ff .
Web links
- Julius-Leber-Brücke station on stadtschnellbahn-berlin.de
- This photo gallery follows the construction of the S-Bahn station "Julius-Leber-Brücke" over the years
- Photo gallery of the construction of the Julius-Leber-Brücke stop
Individual evidence
- ↑ Station price list 2020. In: Deutsche Bahn. Deutsche Bahn, January 1, 2020, accessed on July 11, 2020 .
- ^ A b Michael Braun: North-South S-Bahn Berlin. 75 years of underground railways . Ed .: Berlin S-Bahn Museum. Verlag GVE, Berlin 2008, ISBN 978-3-89218-112-5 .
- ^ A b Reichsoberbahnrat Ammer: Design and construction of the southern section of the north-south S-Bahn . Technical and economic library, reprints from the traffic engineering week . No. 71 : North-South S-Bahn Berlin , episode 2. Otto Elsner Verlagsgesellschaft, Berlin 1939.
- ^ Michael Braun: North-South S-Bahn Berlin . Ed .: Berlin S-Bahn Museum. Kenning Verlag, Nordhorn 1997, ISBN 3-927587-66-4 .
- ↑ Peter Neumann: S-Bahn stop at Kolonnenstrasse is now being built . In: Berliner Zeitung . November 2, 2006 ( berliner-zeitung.de ).
- ^ Peter Neumann: Kolonnenstrasse station is being rebuilt . In: Berliner Zeitung . December 17, 2004 ( berliner-zeitung.de ).
- ↑ Birgitt Eltzel: The old Kolonnenstraße S-Bahn station is getting a modern successor . In: Berliner Zeitung . February 9, 2005 ( berliner-zeitung.de ).
- ↑ S-Bahn station Kolonnenstrasse - A new chapter in the neverending story . In: signal . No. 2 , 2005, p. 9 ( online [accessed February 4, 2014]).
- ^ Anniversary for the Julius-Leber-Brücke station. (No longer available online.) S-Bahn Berlin GmbH, formerly in the original ; Retrieved June 16, 2013 . ( Page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Klaus Kurpjuweit: Schöneberg: vandalism at the new S-Bahn station Julius-Leber-bridge . In: Tagesspiegel . May 16, 2008 ( tagesspiegel.de [accessed February 21, 2014]).
- ↑ Julius-Leber-Brücke station is complete - after 29 years . In: signal . No. 3 , 2013, p. 29 .
- ↑ More than 4 years of construction time for a bus stop . In: BZ July 12, 2013 ( bz-berlin.de [accessed July 28, 2013]).
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