Genshagener Heide station
| Genshagener Heide | |
|---|---|
 Genshagener Heide station, 2011
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| Data | |
| Location in the network | Separation station |
| Platform tracks | 2 (until 2012) |
| abbreviation | BGH |
| Price range | 5 |
| opening | circa 1936 |
| location | |
| City / municipality |
Großbeeren , Ludwigsfelde |
| country | Brandenburg |
| Country | Germany |
| Coordinates | 52 ° 19 ′ 41 ″ N , 13 ° 15 ′ 27 ″ E |
| Railway lines | |
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| Railway stations in Brandenburg | |
The Genshagener Heide train station in Brandenburg is on the outer ring of Berlin . In the area of the train station, the outer ring is linked to the Anhalter Bahn via a series of connecting curves. Its importance for passenger traffic during the GDR era has diminished more and more and ended when it was closed as a passenger traffic stop in December 2012. Since then it has been a depot .
location
The station is about three kilometers north of the city center of Ludwigsfelde on the Berlin outer ring west of the intersection with the Anhalter Bahn in the Brandenburg district of Teltow-Fläming . The border between the city of Ludwigsfelde and the community of Großbeeren runs through the station . There is no settlement in the vicinity of the train station, in the south the Ludwigsfelde industrial park, the former IFA automobile plant Ludwigsfelde , joins.
history
In 1926 the railway line from Michendorf to Großbeeren was built as a section of the bypass line around Berlin. It connected the Wetzlar Railway and the Seddin marshalling yard with the Anhalter Bahn and was only used for freight traffic. To the east of today's Genshagener Heide station, the line crossed the Anhalter Bahn and turned north to join the Anhalter Bahn at Großbeeren station . Plans to continue the bypass to the east along what is now the outer ring were not realized at the time. Since 1936 a plant of Daimler-Benz Motoren GmbH (subsidiary of Daimler-Benz AG ) for the production of aircraft engines was built in Genshagener Heide . A train station was built in Genshagener Heide for works personnel traffic, and later it was replaced by stops in Birkengrund north and south on the Anhalter Bahn. Around 1940 a marshalling yard for goods traffic was built in Großbeeren. In this context, the bypass line was expanded to two tracks with a depot in Genshagener Heide.
In the course of the division of Germany and Berlin , the GDR needed an efficient way of bypassing West Berlin . The Berlin outer ring has been built since 1950. The section from Genshagener Heide to Grünauer Kreuz was the first completed section in 1951. To the west, the outer ring used the existing route of the bypass to Saarmund. On April 15, 1952, passenger traffic began at Genshagener Heide station. At Genshagener Heide connecting curves were initially created from the outer ring in the east to the Anhalter Bahn in the south; a short curve southeast of the intersection and a long curve - also known as the Kramer curve - northwest of the intersection. In the fall of 1956, the last missing section of the outer ring from Saarmund via Potsdam Süd to Golm was inaugurated. In 1958 a connection from the direction of Potsdam to the long curve in the direction of Ludwigsfelde was established. However, at that time there was no construction of a curve from the outer ring towards Schönefeld towards Teltow. Also in 1958, new signal boxes went into operation in the station, which were used until the end of the 1990s.
As a result of the construction of the Berlin Wall , the outer ring represented the only rail connection between (East) Berlin and Potsdam from 1961 and had to cope with an enormous volume of traffic. Other larger towns in the south-west of Berlin, such as Teltow, Kleinmachnow or Stahnsdorf, were also difficult to reach from Berlin. Genshagener Heide thus became an important transfer point on the way from Berlin to a number of places in the area that were connected to the train station via a dense bus network.
In 1982 the Berlin outer ring in the Genshagener Heide area was electrified. On November 1st of the same year a serious train accident occurred near the station when a freight train caught a passenger train from Werder to Berlin. Eight people were killed.
Development after 1990
After the fall of the Berlin Wall , the importance of the station declined significantly. On the one hand, Potsdam and the other places in the south-west of Berlin could again be reached directly from the city, on the other hand, the volume of rush hour traffic fell significantly after the closure of the automobile plant in Ludwigsfelde .
Around the year 2000 the crossing structure of the outer ring with the Anhalter Bahn was rebuilt. The station was connected to an electronic signal box and has since been remote controlled from the operations center in Berlin-Pankow . In 2006 the Anhalter Bahn went back into operation continuously to Berlin. Since the east-running Dresdener Bahn was initially not rebuilt in Berlin, a connecting curve from Großbeeren to the long curve at Genshagener Heide was created, via which the outer ring is connected in both directions with the Berlin north-south long-distance railway .
After the station was closed to passenger traffic in December 2012, the pedestrian bridge was dismantled in March 2013. The platforms were also dismantled in the following weeks. The station building, which has been unused for years, has been privately owned since an auction at the end of 2012.
passenger traffic
In the first years of operation of the station, the number of passengers was comparatively low. At first, trains ran from Berlin via Genshagener Heide and Saarmund in the direction of Seddin and partly on to Beelitz Stadt. The trains could be used at the Berlin S-Bahn tariff . In 1957, four to six trains per day in each direction served the station. After the commissioning of the new Potsdam Central Station on the outer ring (previously Potsdam Süd, today Potsdam Pirschheide ), passenger trains started running from Berlin over the outer ring to Potsdam from 1958. The major part of the traffic between the two cities could still be carried with the direct S-Bahn through West Berlin until 1961. In 1960 eight pairs of trains ran between the two cities via the outer ring, five or seven of which stopped in Genshagener Heide, depending on the direction. On weekdays, connecting trains in Genshagener Heide made a connection to Teltow once or twice a day; In rush hour traffic there was a pair of trains for the workers of the automobile plant between Beelitz City via Saarmund to Genshagener Heide. The station was marked in the timetable as "only for transfer and company traffic". This addition was later dropped.
Via the outer ring, the popularly since then inverted Sputnik guidelines referred to in an approximate rigid schedule about every hour from Werder (Havel) over the then Potsdam's main station (now Potsdam Pirschheide) to Schoenefeld Airport and Berlin-Karlshorst , in the rush hour partial to Berlin Ostbahnhof . They were usually formed from sets of eight double-decker cars. Reinforced trains ran during rush hour. Until the early 1970s, there was still a morning pair of trains from Genshagener Heide to Teltow. Otherwise, a dense bus network connected Teltow and the surrounding areas to the station. Until the end of operations after midnight, buses ran every hour from Genshagener Heide to Teltow, Kleinmachnow and Stahnsdorf on the one hand, and to Ludwigsfelde on the other . At peak times, several buses ran in parallel on the same or similar routes. The railway timetable was designed in such a way that trains from Berlin and Potsdam usually met at Genshagener Heide, so that bus connections were possible in both directions.
Even after the fall of the Berlin Wall, the hourly service of the station remained, despite significantly lower demand, albeit with shorter trains and partial reductions in evening and weekend services. Since 1995 the line has been called RB 22, from 1998 to 2011 it ran from Potsdam Hauptbahnhof via the lower part of Potsdam Pirschheide station, the bypass to Michendorf and via Saarmund and Genshagener Heide to Schönefeld Airport. Since the end of 2011 it has been running every hour from Griebnitzsee via Potsdam Hauptbahnhof, Golm and then continuously via the outer ring without stopping in Pirschheide via Saarmund and Genshagener Heide to Schönefeld. The bus traffic had been thinned out significantly. Some of the trains were connected to a line from Teltow via Genshagener Heide to Ludwigsfelde on weekdays. Another bus line ran every hour on weekdays from the Genshagener Heide Süd stop in the industrial area to Ludwigsfelde.
When the timetable changed on December 9, 2012, the station was closed to passenger traffic and replaced by the newly built Ludwigsfelde- Struveshof stop two kilometers to the west .
Investments
railway station
The station has two through tracks and two platform tracks that branch off to the outside. Both platforms are connected by a pedestrian bridge. This system is typical of a number of train stations on the Berlin outer ring. There are switch connections at both ends of the station. At the northern entrance there is a station building that is no longer used and a forecourt with bus stops. The southern entrance used to lead directly to the IFA plant. Today there is a public path through the industrial area. To the west of the train station is an allotment garden and a little further to the north-east is the new Heidering correctional facility . There are no residential buildings in the immediate vicinity of the train station.
The characteristic dispatcher interlocking is located at the intersection of the outer ring and the Anhalter Bahn and is no longer in operation.
stretch
The following railway lines run in the area around the station, all lines are electrified:
| Route number | from ... to | Remarks |
|---|---|---|
| 6126 | Saarmund - Grünauer Cross | Berlin outer ring |
| 6127 | Genshagener Heide - Großbeeren | Former bypass line, now leads directly to the Großbeeren freight traffic center , there has been a connection from the Long Curve to the Anhalter Bahn heading north since 2006 |
| 6129 | Genshagener Heide - Ludwigsfelde | "Long curve" - Kramerkurve - from the outer ring towards the east to the Anhalter Bahn to the south, northwest of the intersection with the Anhalter Bahn, to Ludwigsfelde separate track of the Anhalter Bahn |
| 6130 | Genshagener Heide West - Genshagener Heide North | Connection from the outer ring towards the west to the "Long Curve" |
| 6131 | Birkengrund South - Genshagener Heide East | short bend from the Anhalter Bahn south to the outer ring east southeast of the intersection with the Anhalter Bahn |
| 6132 | Berlin - hall | Hitchhiker's train |
A siding south of the station to the automobile plant is out of order today.
Web links
Individual evidence
- ^ Peter Bley: Railways on the Teltow . Verlag Bernd Neddemeyer, 2008, ISBN 978-3-933254-92-4 , pp. 67-69
- ^ Map of the Reichsbahndirektion Berlin, 1943
- ↑ a b "Gänseheide" has had its day. Genshagener Heide station is being demolished / building is being auctioned for 11,500 euros . In: Märkische Allgemeine Zeitung , March 11, 2013
- ↑ The dismantling spectacle was fascinating. A crane hooked the pedestrian bridge at Genshagener Heide train station . In: Märkische Allgemeine Zeitung , March 11, 2013
- ^ Ministry of Transport of the GDR, official timetable of the Deutsche Reichsbahn, summer timetable 1957
- ↑ Bahn-Report , 6/2012, p. 38.