Frankfurt (Oder) train station
| Frankfurt (Oder) | |
|---|---|
_22.jpg) Reception building
|
|
| Data | |
| Location in the network | Separation station |
| Design | Through station |
| Platform tracks | 6th |
| abbreviation | BFP |
| IBNR | 8010113 |
| Price range | 2 |
| opening | September 23, 1842 first station September 1, 1846 through station 1923 today's station building |
| Architectural data | |
| architect | Beringer |
| location | |
| City / municipality | Frankfurt (Oder) |
| country | Brandenburg |
| Country | Germany |
| Coordinates | 52 ° 20 '13 " N , 14 ° 32' 50" E |
| Railway lines | |
| Railway stations in Brandenburg | |
The Frankfurt (Oder) station , also known as Frankfurt (Oder) Pbf in terms of rail operations , is the most important passenger station in the city of Frankfurt (Oder) . It is one of the most important train stations in the state of Brandenburg . The station serves both the distance passenger and the -nahverkehr and is since 1945 the border station to Poland . The station has been significantly rebuilt several times. A building on the site of the first Frankfurt train station north of today's station is a listed building , as is the Kiliansberg residential complex on the station forecourt , built as a railway settlement, with a memorial for railway workers who died in the First World War .
Location and name
The station is located southwest of the city center of Frankfurt (Oder) above the city center in the Oder valley , with the Beresinchen district to the southwest. The oldest line that touches the station is the Lower Silesian-Märkische Eisenbahn from Berlin via Frankfurt to Guben, which once continued to Wroclaw . Coming from the west, it bends in the area of the train station to the south-south-east. From the south, the railway line from Großenhain via Cottbus and Grunow ends in the station, from the north the line from Eberswalde . Another line, which no longer exists today, led from Frankfurt in a northeastern direction to Küstrin . The Frankfurt (Oder) –Poznań railway runs mainly in an easterly direction, making a large curve in Frankfurt in a southerly direction in order to cross the much lower-lying Oder valley. In the timetables and the station category lists from DB Station & Service , the station is only referred to as Frankfurt (Oder) ; in the station directory of DB Netz it is called Frankfurt (Oder) Pbf (passenger station). This differentiates it from the Frankfurt (Oder) Rbf marshalling yard (formerly Verschiebebf ). At its extensive and now largely unused facilities north of the passenger station on the route in the direction of Eberswalde, local freight traffic used to take place.
Other stops in the city are the Oderbrücke border station, which is only used operationally , the Rosengarten station on the railway line to Berlin and the Neuberesinchen stop on the line towards Grunow and the seasonal Helenesee stop, also on this route. The Boossen station and the Klingetal station on the route to Eberswalde and the Güldendorf station on the route to Guben and the Rosengarten freight station are no longer in operation .
history
The first Frankfurt train station
The first plans to build a railroad between Berlin and Frankfurt were made in the 1830s. The civil engineer and Prussian construction officer August Crelle was largely responsible for the planning . In addition to the straight-line guided tour via Fürstenwalde and Jacobsdorf , efforts were also made for a route that bent to the southeast via Müllrose into the Oder Valley and should reach Frankfurt from the south. This would have shortened the route from Berlin to Wroclaw, but meant significant detours for Frankfurt. After discussions about the route had led to some delays, the ground-breaking ceremony for the route construction took place on June 1, 1841 . However, the location of the Frankfurt train station was only decided after construction of the line had started. A terminal station was built on the Ziegeleiberg just outside the city on today's Briesener Strasse; a location closer to the city could not be realized because of the great height differences. On September 23, 1842, the line between Berlin and Frankfurt and thus the city's first train station went into operation.
In 1842 the Lower Silesian-Märkische Railway Company was founded. Their goal was to extend the route from Frankfurt to Breslau. On August 1, 1845, the company took over the Berlin-Frankfurter Bahn, which had been independent until then. Original plans included a branch of the route in Briesen, bypassing Frankfurt. After protests by the city, the route was led via Frankfurt. The station could no longer be used for the route to Wroclaw, as it was a terminus station and because of the great difference in altitude to the Oder valley, it did not allow a route to the south-east.
New station building
On September 1, 1846, the line to Breslau went into continuous operation. The new Frankfurt train station was a through station roughly in its current location. On the site of the old train station, the Lower Silesian-Märkische Eisenbahngesellschaft under the direction of August Wöhler built its central workshop as a replacement for the existing facilities in Berlin and Breslau.
In the following decades, the station was connected to several other routes. The Prussian state built the Royal Eastern Railway to Königsberg. Your section from Frankfurt via Küstrin to Kreuz was opened on October 12, 1857. With the direct connection from Berlin via Strausberg to Küstrin opened in 1866, traffic from the Ostbahn Frankfurt bypassed again.
Frankfurt, as the most important trade fair city in northeast Germany at the time, was very interested in a rail connection between the three trade fair cities of Leipzig , Frankfurt and Posen . However, she could not get through with her plans. The line between Leipzig and Posen was built via Guben, Frankfurt received only one branch in the direction of Posen from Bentschen . During the construction of this route, the topographical difficulties again made themselves felt due to the great difference in altitude between the Oder Valley and the hills to the west of Frankfurt. At times it was under discussion whether the line from Poznan on the eastern bank of the Oder should end without a track connection to the other lines. Finally, a variant was found in which the route was led over a bridge over the Oder far south of the city. On June 26, 1870, traffic on the route began. In the course of the construction of the line, the station had to be rebuilt and significantly expanded. The line from Poznan was given its own station section, the (Märkisch-) Posener Hof, east of the reception building. The Ostbahn had its own shunting facilities north of the station, which was also referred to as the Ostbahnhof under railways. Both names have survived to the present day.
The line from Cottbus via Grunow followed on December 31, 1876 and the line from Eberswalde on June 15, 1877, operated by the Berlin-Stettiner Eisenbahn-Gesellschaft . By 1882, all railway lines in contact with Frankfurt were nationalized. In 1897 the station was connected to the Frankfurt tram network. In 1900 Bahnhofstrasse, which had previously been owned by the railways, was taken over by the city of Frankfurt.
Further modifications
Before the First World War, construction began on a large marshalling yard north of the station on the route to Eberswalde, which went into operation in 1917. The Berlin-Stettiner Bahn had already had its freight yard in this area for the route from Eberswalde. The new train station was connected to Rosengarten in the direction of Berlin and between Boossen and Lebus in the direction of Küstrin. A local freight station was also built in this area.
After the First World War, the city of Poznan and most of the adjacent province became part of Poland. The former railway directorate was relocated to Berlin-Charlottenburg and in 1923 to Frankfurt and was then referred to as the Reichsbahndirektion Osten . A large number of railway workers then settled in Frankfurt.
Despite the new freight station, the capacity in the station remained limited. At the beginning of the 1920s it was decided to completely rebuild. A new reception building was built east of the old one, which was demolished. The area freed up was used for additional track systems. The Märkisch-Posener Hof east of the station building could be reduced in size. The station forecourt was lowered by four meters during the renovation, so that the station building with the platform tunnel and the road tunnel to Beresinchen north of the station building could be connected without great differences in height.
In 1930 the main workshop at the station was closed and the area was used by other railway facilities.
After the Second World War
At the end of the war, the city, the surrounding area and the railway lines were exposed to severe destruction. For eleven weeks, the city was the scene of fierce fighting between the German Wehrmacht and the Red Army . On April 23, 1945, Soviet troops occupied the city. Just two days later, the construction of a makeshift bridge to replace the Oder bridge that was blown up when the Wehrmacht troops withdrew was started. After a track had already been re-gauged to Russian broad gauge as far as the Oder, a broad gauge track was soon relocated to Frankfurt, and in May 1945 also to Berlin. Some station tracks were also re-gauged. Traffic could only be resumed gradually. As a result of the Oder-Neisse border established in the Potsdam Agreement , the city became a border town. In the following decades the station developed into the most important border station in the GDR towards the east.
The section between Frankfurt and the Kunersdorf desert junction near Lebus on the route to Küstrin was dismantled as a reparation payment to the Soviet Union and not rebuilt. The traffic on this route was then carried out exclusively via the connecting route from Boossen. Due to the new demarcation, however, the importance of this line decreased significantly, the line was only classified as a branch line.
To handle the heavy goods traffic in the direction of Poland, the Oderbrücke railway station (now Frankfurt-Oderbrücke ) was built on the west bank in front of the bridge .
Even if the goods traffic was mainly handled via the marshalling yard, the passenger station was also burdened by this traffic, since all traffic from Berlin and from the marshalling yard to Poland and going south had to pass through the passenger station. For several decades there were plans to build a southern connecting curve, which should relieve the station. The curve was supposed to connect the Oderbrücke station directly with the route to Eisenhüttenstadt, so that the coal and ore transports no longer had to change direction in the Frankfurt (Oder) station or - with two journeys through the passenger station - in the marshalling yard . Citizens protests against the building. After the Mukran – Klaipėda ferry connection to the Soviet Union was opened in 1984 to relieve the overland route and due to the political situation in Poland , the construction of the curve was finally abandoned.
In 1988, the line across the border to the Oderbrücke station was electrified on the Polish side.
Development since 1990
On November 22, 1990, a new central signal box went into operation on Finkenheerder Strasse south of the platforms. It replaced five decentralized signal boxes. On December 15, 1990, electrical operations in the direction of Berlin, Cottbus via Guben and the Oderbrücke were started.
In 1996 the traffic from Frankfurt to Küstrin ended, the line was closed a little later. The section from Grunow to Cottbus was also closed; the remainder of this route from Frankfurt to Grunow is still used by trains in the direction of Beeskow and Königs Wusterhausen .
From 1998 to 2003 the station forecourt and the passenger traffic systems in the station were redesigned. The station building was renovated. One platform was removed.
When Poland joined the European Union and later the Schengen area , the station lost most of its functions as a border station towards Poland. For some trains it is still a locomotive change stop, whereby the trains of the Berlin-Warszawa-Express now run with multi-system locomotives that are suitable for both the German and the Polish electricity system.
passenger traffic
Until 1945
The Berlin - Frankfurt - Guben - Breslau route was one of the most important long-distance transport axes in Germany until the Second World War . A large number of express trains ran on this route, with the exception of one express train that ran briefly in the 1930s, they all stopped in Frankfurt. Some of the trains went beyond Wroclaw, including to Vienna or Budapest .
Another important long-distance route ran from Berlin via Frankfurt to Poznan. The route continued to Warsaw for several decades via Thorn , and since the mid-1920s there has been a continuous connection via the Warsaw – Poznań railway, which was then completed . In the mid-1920s, a direct connection to Warsaw was established as an extension of the route from Frankfurt, so that since then traffic has also run from Berlin to Warsaw and further east via Frankfurt.
Between the two world wars there were individual express trains between Stettin and Breslau via Küstrin and Frankfurt. From 1926 until the Second World War there was a dense inner-city passenger traffic to develop the extensive facilities of the marshalling yard. Up to 18 trains a day commuted between Frankfurt and Boossen . The Paulinenhof, Simonsmühle and Gronenfelde stops were built in the area of the marshalling yard. The latter was later called Frankfurt-Klingetal and was in operation for trains in the direction of Eberswalde and Kostrzyn until 1995/1996.
Between 1945 and 1990
After 1945, Frankfurt (Oder) was the border station for long-distance trains from Berlin to Poland. In Küstrin and Guben only freight trains ran across the border, the crossing in Guben on the route to Breslau was completely closed and was only held for military purposes. Long-distance traffic in Berlin towards Poland and the Soviet Union ran via Frankfurt, the new Polish border station Kunowice and the Rzepin node . Traffic increased steadily until 1980. Only a small number of these trains were approved for internal traffic in the GDR between Berlin and Frankfurt; it was also not possible to board the transit trains in the direction of Germany in Frankfurt.
In the north-south direction, some express trains ran between Frankfurt and Angermünde in the direction of Dresden during the GDR era. In the summer season, some seasonal trains ran between Stralsund or Wolgast and Zittau. For several decades there was a direct interzonal train between Frankfurt (Oder) and Frankfurt (Main) via Cottbus and Leipzig. Besides Cottbus and Neubrandenburg, Frankfurt (Oder) was the only district town in the GDR that was not served by the City Express of the Deutsche Reichsbahn .
The main destination of local transport from Frankfurt remained Berlin, but due to capacity bottlenecks in the Berlin area, only a few trains could go directly to Berlin and ended up in Erkner, from where there was a S-Bahn connection to the city. Some accelerated passenger trains went directly to Berlin-Karlshorst , sometimes further to Berlin Ostbahnhof . On the way they only stopped in Fürstenwalde and only at a few or no other stations.
A special feature were two long-running passenger trains that had been running for decades. One of these pairs of trains drove daily from Frankfurt via Eberswalde , Fürstenberg (Havel) , Neustrelitz , Güstrow to Schwerin . The other went via Erkner, Berlin-Schönefeld Airport , Zossen , Wünsdorf , again Zossen to Jueterbog ; until the 1970s via Potsdam , Brandenburg to Magdeburg . These trains - like a pair of express trains between Frankfurt and Dresden - carried special cars for members of the Soviet army.
After 1990
_-_Regional_Express_Car.jpg)
The long-distance trains in the direction of Cottbus were discontinued in the second half of the 1990s. From 1991 to 1993 there was a continuous D-Zug line from Berlin from Halberstadt via Magdeburg to Frankfurt. After that, only the continuous train traffic in the direction of Poland remained, which has been thinned out to this day. Since 1993, most local trains in the direction of Berlin have been run every hour directly into the city, in 1994 the local transport service was converted into Regional Express trains (RE). RE trains have been running every half hour from Frankfurt to Berlin and on to Potsdam, Brandenburg and Magdeburg since 1998. Regular service was also introduced on the other routes around Frankfurt in the mid-1990s. In some cases, this went hand in hand with the closure of stops on the way, especially on the route towards Eberswalde.
Local transport to Poland has only existed since the mid-1990s, after some connections, which previously operated as service trains, were opened to the public. However, the offer is not extensive. For most years only two or three pairs of trains ran a day.
After a number of international destinations were deleted from the timetables in the 1990s and 2000s, Frankfurt is only served by the Berlin-Warszawa-Express and trains to Moscow.
outlook
The station is to be equipped with ETCS Level 1 (ETCS signal-controlled).
Transport links
The following lines served the station in the 2019 timetable:
| line | course | Cycle (min) | EVU |
|---|---|---|---|
| EC |
Berlin-Warszawa-Express : Berlin - Frankfurt (Oder) - Poznań Główny station - Warszawa Centralna |
up to four train pairs per day | DB long-distance traffic , PKP |
| EC |
Berlin-Gdynia-Express : Berlin - Frankfurt (Oder) - Poznań Główny - Gdynia Głowna |
once a day | DB long-distance traffic , PKP |
| EN |
Moskwa Belorusskaja - Minsk - Brest - Warsaw - Poznań - Rzepin - Frankfurt (Oder) - Berlin-Lichtenberg - Berlin Hbf - Frankfurt Süd - Paris-Est |
three times a week | RŽD |
| NJ | Berlin-Charlottenburg - Berlin Hbf - Frankfurt (Oder) - Zielona Góra Gł. - Wrocław Główny - Bohumín - Břeclav - Vienna Central Station | once a day | DB long-distance traffic , ÖBB , PKP |
| RE 1 | ( Cottbus - Guben - Eisenhüttenstadt -) Frankfurt (Oder) - Fürstenwalde (Spree) - Berlin - Potsdam - Brandenburg - Genthin - Magdeburg | individual trains (Cottbus – Frankfurt) 30 (Frankfurt – Brandenburg) 60 (Brandenburg – Magdeburg) |
DB Regio Nordost |
| RB 11 | Frankfurt (Oder) - Eisenhüttenstadt - Guben - Cottbus | 60 | DB Regio Nordost |
| RB 36 | Frankfurt (Oder) - Beeskow - Königs Wusterhausen | 60 (Mon-Sun) | Niederbarnimer Railway |
| RB 60 | Frankfurt (Oder) - Wriezen - Eberswalde | 120 | Niederbarnimer Railway |
| RB 91 | Berlin-Lichtenberg - Frankfurt (Oder) - Rzepin - Zielona Góra | individual trains | DB Regio Nordost / Przewozy Regionalne |
Investments
Terminus
The first Frankfurt train station was a terminal station with one departure, one arrival and one siding for passenger traffic. The station building was on the north side of the tracks. At the end of the track on the east side of the station there were wagon, locomotive and goods sheds as well as a mail expedition. After the through station was built, workshop facilities were built on the site. The post expedition became the official residence, the reception building was used for administrative purposes. In 1945 it was destroyed in a bomb attack. One of the workshop buildings built in the mid-1850s (Bahnhofstrasse 7) has been preserved and is a listed building.
First through station
For the through station of the trains in the direction of Breslau, the line from Berlin was led in a right curve to the south. The new station was built in the arch. The station building from 1846 was built under the direction of the construction director of the Lower Silesian-Märkische Railway, Ludwig Henz . It was very similar to the station buildings in Görlitz and Kohlfurt that were built around the same time . "However, the shape and details of the façades of the fortress-like, renaissance-like structures, arched windows and cornices, coupled small arched windows in the mezzanine reveal the common origin of these buildings," only the towers at the top of the building were not executed here. On the city side of the station, the goods shed, engine shed and other systems for vehicle handling were built on the opposite side. While the eastern railway line could still be introduced into this station, the facilities were not sufficient for the line to Posen, which opened in 1870. The Märkisch-Posener-Eisenbahn received its own station section, the Posener Hof, on the east side of the station using the old freight facilities of the Lower Silesian-Märkischen-Bahn. This built a new shed on the other side of the station, which was also used by the Eastern Railway. The shunting facilities of the Ostbahn were in the so-called Ostbahnhof north of the actual station. The freight yard of the Szczecin Railway was built further north of the city on the site of the later local freight station on the southern edge of the marshalling yard.
Today's train station
The main features of today's train station are the result of the station renovation in the early 1920s. The station building from 1923 was built by Reichsbahnrat Beringer. With "its neo-baroque attitude" it is considered to be "one of the last eclectic station buildings" before new architectural styles became established. In 1926, platforms 3 and 4 were provided with a platform hall, and some smaller buildings stand perpendicular to the station building to close off the elevated tracks. Access to the station building and from there to the platform tunnel is at ground level; There is no continuous tunnel from the platforms in the direction of Beresinchen. The station has three island platforms. Another platform, the original platform 1 next to the station building, was removed when the station was renovated after 1990.
environment
In front of the reception building is the station forecourt, where the bus station is located. The tram stops are about 100 meters north of the reception building at the underpass ( Beresinchentunnel ) to Beresinchen. From there further north, Bahnhofsstraße, which was formerly owned by the railway, leads towards the city center. Their buildings were almost completely destroyed in the Second World War and replaced by new buildings. The newly reconstructed "City Residence Hotel Frankfurt Oder" is located between the bus station and the tram stop (opposite the Beresinchentunnel). The Kiliansberg settlement on the east side of the station forecourt was built around the same time as the station renovation between 1922 and 1924 and was also designed by Beringer. It is located on a steep slope above the Oder Valley and was built by the Ostmark settlement company with apartments for the railway workers who moved to Frankfurt after the Reichsbahndirektion moved to Frankfurt. Between the houses stands the memorial designed by Beringer and completed by the sculptor Fürstenberg for the railway workers who died in the First World War in 1535. Settlement and monument are on the list of cultural monuments in the state of Brandenburg.
See also
literature
- Lothar Meyer, Horst Regling, Frankfurt (Oder) railway junction , transpress, Stuttgart, 2000. ISBN 3-613-71126-5 .
Web links
- The Frankfurt (Oder) passenger station on the website of Eisenbahnfreunde Frankfurt (Oder).
- Place of remembrance Frankfurt (Oder) train station Rotary Club Frankfurt (Oder)
Individual evidence
- ↑ Deutsche Bahn, Station & Service, station category list 2013 ( Memento from July 29, 2013 in the Internet Archive ) (PDF; 315 kB), accessed on January 30, 2013.
- ↑ Lothar Meyer, Horst Regling: Railway node Frankfurt (Oder). transpress, Stuttgart 2000, ISBN 3-613-71126-5 , p. 13 f.
- ↑ Lothar Meyer, Horst Regling: Railway node Frankfurt (Oder). transpress, Stuttgart 2000, ISBN 3-613-71126-5 , p. 18.
- ^ Lothar Meyer, Horst Regling, Eisenbahnknoten Frankfurt (Oder) , transpress, Stuttgart, 2000. ISBN 3-613-71126-5 , p. 48
- ^ Lothar Meyer, Horst Regling, Eisenbahnknoten Frankfurt (Oder) , transpress, Stuttgart, 2000. ISBN 3-613-71126-5 , p. 25.
- ^ Lothar Meyer, Horst Regling, Frankfurt (Oder) railway node, transpress, Stuttgart, 2000. ISBN 3-613-71126-5 , pp. 28/29.
- ^ Lothar Meyer, Horst Regling, Eisenbahnknoten Frankfurt (Oder) , transpress, Stuttgart, 2000. ISBN 3-613-71126-5 , pp. 49–51.
- ^ Lothar Meyer, Horst Regling, Eisenbahnknoten Frankfurt (Oder) , transpress, Stuttgart, 2000. ISBN 3-613-71126-5 , p. 98.
- ↑ Lothar Meyer, Horst Regling, Eisenbahnknoten Frankfurt (Oder) , transpress, Stuttgart, 2000. ISBN 3-613-71126-5 , p. 115 (the 1991 information on p. 54 in Meyer / Regling is incorrect)
- ↑ a b The Frankfurt (Oder) passenger station on the website of Eisenbahnfreunde Frankfurt (Oder), accessed on July 9, 2012
- ↑ Dirk Riedel: ETCS operational tasks. (PDF) ETCS equipment border connection line PL - Frankfurt (Oder) border - Erkner (- Berlin) in the area of PD Cottbus ETCS signal-guided / ETCS L2. DB Netz, May 17, 2017, p. 78 (PDF) , archived from the original on January 7, 2020 ; Retrieved on January 7, 2020 (file 02_Bestellung_BAst_QUAST BAst.pdf in folder 02_Bestellung_BAst_QUAST from file Anl. 15_Draftsplan_ETCS , from file 19FEI41550_Verdingungsunterlagen (for information only) .zip from file 19FEI41550.zip ).
- ↑ a b List of monuments of the State of Brandenburg: City of Frankfurt (Oder) (PDF) Brandenburg State Office for Monument Preservation and State Archaeological Museum Status: December 31, 2011.
- ^ A b Manfred Berger : Historic train station buildings, Volume 1, Saxony, Prussia, Mecklenburg and Thuringia. Transpress-Verlag, Berlin 1980, p. 173 f.