Birkenwerder train station (b Berlin)
| Birkenwerder (b Berlin) | |
|---|---|
 Overview of the train station, 2013
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| Data | |
| Location in the network | Separation station |
| Design | Through station |
| Platform tracks | 2 |
| abbreviation | BBI BBIW (S-Bahn) BBI N (Birkenwerder Nord) |
| IBNR | 8080190 |
| Price range | 4th |
| opening | July 10, 1877, rebuilt in 1924 |
| Profile on Bahnhof.de | Birkenwerder__b_Berlin_ |
| Architectural data | |
| Architectural style | New Objectivity |
| architect | Richard Brademann |
| location | |
| City / municipality | Birkenwerder |
| country | Brandenburg |
| Country | Germany |
| Coordinates | 52 ° 41 ′ 17 ″ N , 13 ° 17 ′ 21 ″ E |
| Railway lines | |
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| Railway stations in Brandenburg | |
The Birkenwerder (b Berlin) station is located in the municipality of Birkenwerder in the Oberhavel district in Brandenburg on the Berlin Northern Railway . The station, which opened in 1877, was relocated south in 1924, the station building designed by Richard Brademann dates from that time . The station has been served by the Berlin S-Bahn trains since the mid-1920s . In the early 1950s, connecting routes to the Berlin outer ring were built . Since then, Birkenwerder has also been a transfer station between the trains to and from the outer ring and S-Bahn trains in the direction of Oranienburg and Berlin. A special technical feature of the station are the tracks with both the catenary system of the S-Bahn ( DC via bus bar ) and the mainline ( AC through overhead line are electrified).
The so-called "Red Bridge", a pedestrian bridge over the tracks of the train station, is a listed building.
location
The station is located in the municipality of Birkenwerder north of Berlin on the Berliner Nordbahn at route kilometer 19.4 (counted from the former Nordbahnhof in Berlin on Eberswalder Strasse). The route runs roughly in a north-south direction. About 800 meters to the west is the old village center of Birkenwerder with the village church.
The Berlin outer ring crosses the northern line about one kilometer south of the station. Several connecting curves link the station with the outer ring both to the east and to the west.
Until 1927 the station was only called Birkenwerder , after which it was given the suffix (b Berlin) .
Birkenwerder station is in the Berlin C tariff zone of the Berlin-Brandenburg transport association .
history
Beginnings
The southern section of the Berlin Northern Railway was opened on July 10, 1877. After the opening, three pairs of trains ran between Berlin and Oranienburg every day, two of them on to Neubrandenburg. Birkenwerder was the stop for all trains. For suburban traffic around Berlin, so-called omnibus trains were also introduced a few months after the route opened ; At the end of 1877, three such trains ran between Berlin and Oranienburg and back.
With the growth of suburban traffic, the line between Berlin and Oranienburg was expanded to two tracks in 1890/1891 and a reduced suburban tariff was introduced between the two cities on October 1, 1891. In that year the number of daily pairs of suburban trains on this section rose from 8 to 13. In 1892 the Birkenwerder station was named 3rd class station, it had twelve points and a fixed loading ramp as well as a private connection.
In the following years the number of trains continued to increase significantly. Before the First World War , the suburban trains ran about once or twice an hour.
New station building
After the end of the war it was clear that the line had reached its capacity limit. Work on the four-track expansion between Frohnau and Birkenwerder with separate facilities for long-distance and suburban traffic began as early as the end of 1918, initially as an emergency measure. The route was re-routed and all level crossings removed and replaced by overpasses and underpasses. In the Birkenwerder area, the route ran in a cut.
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The Birkenwerder station was moved to the south and received a new station building.
In 1925, the tracks of the suburban railway were fitted with a busbar attached to the side , from which the pantographs of the new electric multiple units could take the direct current for the drive. Electric train operations from Berlin via Hohen Neuendorf began on June 5, initially to Birkenwerder , and the section to Oranienburg station followed at the beginning of October. A little later, the name "S-Bahn" for the suburban line prevailed. First the trains went to the Szczecin train station in Berlin. After the commissioning of the Berlin north-south tunnel in 1939, the S-Bahn trains ran from the Nordbahn through the tunnel to Berlin-Wannsee , just like today's S1 S-Bahn line.
After the Second World War
After a brief interruption at the end of the war, S-Bahn operations were resumed on August 18, 1945. Due to the infrastructure being destroyed or dismantled as reparations to the Soviet Union , improvisation had to be carried out for several years. Since long-distance and S-Bahn traffic north of Birkenwerder had to share a single track and the crossing tracks had been dismantled, trains traveling north had to first drive to the sweeping track at Birkenwerder station, wait for the opposite train to pass and then reset.
In the course of the division of Germany and Berlin, the Berlin outer ring was built to bypass West Berlin , which was soon also used for passenger traffic. Trains from Oranienburg to the outer ring stopped at Birkenwerder station. After the Berlin Wall was built in 1961, direct S-Bahn traffic from Oranienburg and Birkenwerder to Berlin was interrupted. A few months later, the Berlin outer ring was provisionally provided with a conductor rail for S-Bahn traffic and the S-Bahn trains to Berlin took this route from then on.
For almost 30 years, from shortly after the Wall was built to the early 1990s, passenger traffic in the station remained almost unchanged. The direct current S-Bahn trains ran every 20 minutes from Oranienburg via Birkenwerder, Hohen Neuendorf Blankenburg , Ostkreuz to Schönefeld Airport ; in evening and weekend traffic partly to Spindlersfeld . S-Bahn trains "operated with steam" (later with diesel, from 1984 with AC locomotives) "operated" on the north-western part of Berlin's outer ring from Falkenhagen (Kr Nauen) (some of them already coming from Nauen or Potsdam) to Birkenwerder and back. In addition, there were some trains during the shift change times from Hennigsdorf via Birkenwerder to Oranienburg, some further north.
In 1983 the long-distance railway tracks in the area of the Birkenwerder station were electrified. So that local traffic could continue to stop at the S-Bahn platform, the platform tracks and the sweeping tracks behind them were also spanned with an overhead line. In order to enable simultaneous journeys by regional trains and S-Bahn trains, the overhead contact line in this section is permanently switched on, but galvanically isolated from the feed of the rest of the network. The return conductors are connected to both the direct current and the alternating current network.
After reunification , the S-Bahn line between Hohen Neuendorf and Frohnau and with it the direct connection to Berlin city center went into operation again in May 1992. Since then, the S1 line has been running from Oranienburg via Birkenwerder and the north-south tunnel to Berlin-Wannsee every 20 minutes. The outer ring also continued to be served by S-Bahn trains every 20 minutes (initially the S10, later the S8), which, however, only start in Birkenwerder and no longer in Oranienburg.
In 2014, the sweeping system north of the station was renewed and converted from three to two tracks.
Today the S8 line runs from Birkenwerder via Hohen Neuendorf, the outer ring and Blankenburg to Berlin-Grünau and Zeuthen . Like the S1, this line also runs every 20 minutes with a few thinning of the offer in the evening traffic. In regional traffic, the RB 20 line runs every hour from Oranienburg to Potsdam from Monday to Friday.
Investments
Reception building
The reception building of the new train station, which opened in 1924, lies above the tracks that are laid in a cut. The track in the direction of Berlin passes under the building. The station building consists of two floors above the tracks below and one floor above street level, plus an attic in the hipped roof . The architect of the building was Richard Brademann , who designed a number of other Berlin S-Bahn stations. In addition to the station building in Hohen Neuendorf (b Berlin) station, which was built at the same time, and the no longer preserved building at Warschauer Strasse station, it is one of Brademann's earliest station buildings.
In the press at the time it was said:
“The two reception buildings in Birkenwerder and Hohen Neuendorf themselves are undoubtedly two architecturally well-designed buildings that certainly do credit to their designer, building officer Brademann [...]. The usual so-called “official style” has been thrown over the heap and two practical and externally and internally quite pleasant railway houses have been built. It is particularly gratifying that a certain generous use of color was allowed to prevail [...] "
The roof, made of red bricks, contrasted with the originally yellow paint on the walls. The handling systems were set up on the floor facing the street, from there a staircase leads to the platform. Access leads directly into the building from the street on the west side of the bridge; access via footbridges from the bridge was dismantled during later renovation work. A signal box and service rooms were built in the basement. The street side is divided by five door openings, the three entrance doors to the station hall are set off with clinker brick facades, and in between there are two doors to a shop.
The original station building has been preserved. The lettering "Bahnhof Birkenwerder" still corresponds to the original. Instead of the small skylight, there used to be a bat dormer . It is located north of today's reception building on the west side of the track system and is used privately.
Signal boxes
In addition to the Bis signal box installed in the reception building in 1924, there was another Bib signal box at the level of the former reception building .
The signal boxes were to be replaced around 1944/45 by a successor of the type K44 , the development of which was advanced by the United Railway Signal Works (VES). The locking of the individual guideway elements such as points and signals should be ensured with this type of construction by relays . The operating levers were to be arranged on a table according to the track topography; the routes would have been set by pressing a start and destination button. The principle thus corresponded to the later track diagram signal boxes . The project was not implemented due to the war, the table and parts of the relay system came after the war to Georgsmarienhütte , where the VES had a plant . K44 relays were later found in the first track diagram signal boxes of both railway administrations.
In 1963, the Reichsbahn put a GS II DR track diagram signal box into operation, which replaced the two older signal boxes.
Platforms and tracks
In addition to the long-distance train station Birkenwerder (b Berlin), the station includes the station parts Birkenwerder (b Berlin) (S-Bahn) and Birkenwerder Nord . The S-Bahn station has a central platform with two platform tracks (tracks 4 and 6). They serve both the S-Bahn and regional traffic. North of the platform tracks were three sweeping tracks (tracks 14, 16 and 18) and a butt track with a water crane (track 12). The sweeping system was rebuilt in 2014/2015; since then it has only consisted of two sidings. In addition to the main tracks 1 (to Oranienburg) and 2 (to Hohen Neuendorf), the long-distance station has the crossing and overtaking track 3 to the east and other parking and loading tracks connected to it. The S-Bahn station and the long-distance train station are connected to each other by two routes; a direct trip over the short curve from Schönfließ to the S-Bahn station is not possible.
In addition to platform tracks 4 and 6, the sweeping tracks and the water level track are also equipped with an overhead line for AC operation. The return conductor is connected to both the direct current and the alternating current network. This interconnected operation makes it possible to drive direct and alternating current vehicles at the same time. Depending on the route, only one train protection system is addressed, either the route stop of the S-Bahn or the PZB magnet of the long-distance train. In the case of partial routes that affect both systems, for example from the dirt tracks to the platform, both safety systems respond. The feed of the overhead line in the composite section is galvanically separated from the feed in the rest of the network , in each of the connecting tracks there is an approximately three meter long neutral intermediate piece. AC vehicles must drive through this section with the main switch turned off . Since the network section also only has a limited feed-in power, the overcurrent limit is 200 amperes. There is therefore a heating ban for AC vehicles.
As one of 20 so-called main stations of the Berlin S-Bahn, the station is manned by local supervision.
stretch
Birkenwerder is on the following routes, the VzG route numbers are given :
- 6030 Berliner Nordbahn , S-Bahn
- 6088 Berliner Nordbahn, long-distance railway
- 6089 short curve from Birkenwerder to the outer ring to Hohen Neuendorf West
- 6090 long curve from the outer ring from the direction of Hohen Neuendorf West to Birkenwerder
- 6091 short curve from the outer ring towards Schönfließ to Birkenwerder
- 6092 long curve from Birkenwerder to the outer ring to Schönfließ
The two short curves run northwest and northeast of the intersection of the north runway and outer ring. The long curves use a track loop southeast of the intersection.
Red bridge
The bridge was inaugurated in 1925 and leads over the tracks in the northern part of the station; there is no connection to the platform. The pedestrian bridge got its name from its original painting. It is a listed building.
Connection
literature
- Jürgen Meyer-Kronthaler, Wolfgang Kramer: Berlin's S-Bahn stations. Three quarters of a century . be.bra, Berlin 1998, ISBN 3-930863-25-1 , p. 39-40 .
Web links
- Birkenwerder on stadtschnellbahn-berlin.de
- Profile of the train station on s-bahn.berlin
- Tracks in service facilities (BBI) , DB Netz AG (PDF)
Individual evidence
- ↑ Station price list 2015. (PDF) (No longer available online.) DB Station & Service AG, December 15, 2014, archived from the original on February 22, 2015 ; Retrieved July 24, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Peter Bley: Berliner Nordbahn. 125 years of the Berlin – Neustrelitz – Stralsund railway . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 14 .
- ^ Peter Bley: Berliner Nordbahn. 125 years of the Berlin – Neustrelitz – Stralsund railway . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 22 .
- ^ Peter Bley: Berliner Nordbahn. 125 years of the Berlin – Neustrelitz – Stralsund railway . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 23-26 .
- ^ Peter Bley: Berliner Nordbahn. 125 years of the Berlin – Neustrelitz – Stralsund railway . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 46 .
- ^ Peter Bley: Berliner Nordbahn. 125 years of the Berlin – Neustrelitz – Stralsund railway . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 24 .
- ^ Peter Bley: Berliner Nordbahn. 125 years of the Berlin – Neustrelitz – Stralsund railway . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 51 .
- ^ A b Peter Bley: Berliner Nordbahn. 125 years of the Berlin – Neustrelitz – Stralsund railway . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 53 .
- ↑ a b c d Jürgen Meyer-Kronthaler, Wolfgang Kramer: Berlins S-Bahnhöfe. Three quarters of a century . be.bra, Berlin 1998, ISBN 3-930863-25-1 , p. 39-40 .
- ^ Peter Bley: Berliner Nordbahn. 125 years of the Berlin – Neustrelitz – Stralsund railway . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 55-56 .
- ^ A b Mathias Kohla: The electrical network operation in Birkenwerder station. In: www.stadtschnellbahn-berlin.de. February 5, 2012, accessed July 24, 2015 .
- ↑ Announcement of possible capacity restrictions of the railway infrastructure of the federal railways. (PDF) (No longer available online.) Federal Railway Authority , June 11, 2014, archived from the original on July 25, 2015 ; accessed on February 1, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ A b Susanne Dost: Richard Brademann. 1884-1965. Architect of the Berlin S-Bahn . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-36-1 , p. 119 .
- ^ Dost, Susanne .: Richard Brademann: 1884-1965: Architect of the Berlin S-Bahn . B. Neddermeyer, Berlin 2002, ISBN 3-933254-36-1 , p. 119 .
- ^ A b Mathias Kohla: Birkenwerder. In: www.stadtschnellbahn-berlin.de. January 25, 2015, accessed July 24, 2015 .
- ^ Steffen Buhr: The K44 signal box. In: www.blocksignal.de. December 4, 2004, accessed July 24, 2015 .
- ↑ Printed matter 17/15669. (PDF) Berlin House of Representatives, March 19, 2015, accessed on July 11, 2015 .
- ↑ List of monuments of the state of Brandenburg: Oberhavel district (PDF) Brandenburg State Office for Monument Preservation and State Archaeological Museum Status: December 31, 2013
