Hohen Neuendorf train station (b Berlin)
| Hohen Neuendorf (b Berlin) | |
|---|---|
 Reception building
|
|
| Data | |
| Location in the network | Separation station |
| Design | Through station |
| Platform tracks | 2 |
| abbreviation | BHN |
| IBNR | 8080720 |
| Price range | 5 |
| opening | July 10, 1877, rebuilt in 1924 |
| Profile on Bahnhof.de | Hohen_Neuendorf__b_Berlin_ |
| Architectural data | |
| Architectural style | New Objectivity |
| architect | Richard Brademann |
| location | |
| City / municipality | Hohen Neuendorf |
| country | Brandenburg |
| Country | Germany |
| Coordinates | 52 ° 40 ′ 11 ″ N , 13 ° 17 ′ 13 ″ E |
| Railway lines | |
|
|
| Railway stations in Brandenburg | |
The Hohen Neuendorf (b Berlin) Bahnhof is located in the town of Hohen Neuendorf in Brandenburg Oberhavel at the Berlin Northern Railway . Since November 1961 there has been an S-Bahn connection from Hohen Neuendorf via the Berlin outer ring to the eastern part of Berlin . The station is served exclusively by S-Bahn Berlin trains. The station, which opened in 1877, was relocated south in 1924, the station building designed by Richard Brademann dates from that time .
location
The station is located on the Berliner Nordbahn in Hohen Neuendorf north of Berlin at route kilometer 17.34 (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 Hohen Neuendorf with the village church .
The Berlin outer ring crosses the northern line about 800 meters north of the station. Several connecting curves link the two routes, the Hohen Neuendorf station is connected to a connecting route of the S-Bahn from the north to the outer ring to the east.
Until 1928 the station was only called Hohen Neuendorf , after which it was given the parenthesis b Berlin .
history
The beginnings
The southern section of the Berlin Northern Railway was opened on July 10, 1877. So-called omnibus trains were initially introduced for suburban traffic around Berlin ; At the end of 1877, three such trains ran between Berlin and Oranienburg and back. A stop in Hohen Neuendorf at kilometer 17.49 is occupied from September 1, 1877; initially it was only used for summer excursion traffic. From the 1881/1882 timetable onwards, it was also served in winter.
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 Hohen Neuendorf all suburban trains have stopped since then, in 1888 it was only a good half.
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. Due to the good rail connection, a lot of settlement activity developed in the station area. While the train station used to be about 800 meters east of the church away from the village of Hohen Neuendorf, a closed settlement area had now developed between the old village center, the Hohen Neuendorf train station and the Stolpe train station about one kilometer to the south, some of which had already spread to the areas east of the northern runway.
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. From the south to the Stolpe stop (near today's city limits between Hohen Neuendorf and Berlin), the new route ran along the embankment, from there via Hohen Neuendorf station to Birkenwerder in the cut.
The station in Hohen Neuendorf was relocated around 200 meters to the south and the Stolpe stop was closed. Hohen Neuendorf received a new reception building and a year later a south exit in order to better connect the residential areas previously accessed from the Stolpe station.
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 term 'S-Bahn' for the suburban route became established. 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
-_auf_Bahnsteig_zu_Gleis_4_30.7.2012.jpg)
From May 18, 1952, passenger traffic between the GDR and West Berlin on the long-distance tracks had been completely stopped, only the S-Bahn was still running continuously. Hohen Neuendorf was the last station before the border and became a control station. Since the beginning of the 1950s there have been checks on people and luggage, and from 1954 on, the S-Bahn trains stopped for up to seven minutes to check passengers. In the mid-1950s there were a few trains in rush hour traffic that passed the West Berlin stations without stopping and after Hohen Neuendorf only stopped again at Wollankstrasse station , which was already in the area of the East Berlin district of Pankow .
After the Wall was built on August 13, 1961, the S-Bahn line to Berlin on the border with West Berlin between Hohen Neuendorf and Berlin-Frohnau was interrupted. At first there was a shuttle service between Oranienburg and Hohen Neuendorf. By November 19, 1961, a provisional track on the Berlin outer ring between Hohen Neuendorf and the Karower Kreuz was provided with a conductor rail and an additional connecting curve was built between the outer ring and the northern line, so that, from November 19, 1961, direct S-Bahn traffic to East- Berlin was possible. As a result of the construction of the Wall, the south exit of Hohen Neuendorf station was closed on September 22, 1961, as the new line from Bergfelde connected to the existing line at the southern end of the platform.
After some restrictions in the early years, the S-Bahn has been running every 20 minutes since the mid-1960s. For decades the S-Bahn trains ran from Oranienburg via Hohen Neuendorf, Blankenburg , Ostkreuz to Schönefeld Airport ; in evening and weekend traffic partly to Spindlersfeld .
After German reunification , the S-Bahn line between Hohen Neuendorf and Frohnau and thus the direct connection to Berlin city center went back into operation in May 1992 . Since then, the S1 line has been running from Oranienburg via Hohen Neuendorf 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. After 2000, this line was briefly withdrawn to Hohen Neuendorf, but begins again in Birkenwerder after the sweeping track in Hohen Neuendorf was dismantled. 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, but there are some thinning of the offer in the evening traffic.
The platform was renovated in the 1990s and the station building was also renovated in 2001/2002.
Contrary to the ZAT standard handling procedure, train handling at this station is carried out by a local supervisor .
Investments
Reception building
-_Bahnhofsgeb%C3%A4ude-_Haupteingang_30.7.2012.jpg)
The reception building of the new train station, which opened in 1924, is located on Schönfließer Straße at street level above the tracks that are laid in a cut. The track in the direction of Berlin passes under the building. The reception building is multi-storey, but above the ground level on the street side there is only one floor below the gable roof . The gable faces the street. In the roof area there is an attic and another attic storey above on the long side facing the street. The architect of the building was Richard Brademann , who designed a number of other Berlin S-Bahn stations. In addition to the entrance building of the Birkenwerder station and the no longer preserved building of the Warschauer Straße station, Hohen Neuendorf is one of the earliest station buildings by Brademann.
The contemporary press wrote of the building:
“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 handling systems were set up on the floor facing the street, from there a staircase leads to the platform.
In March 2002, the renovation of the station building was completed; However, it is not on the list of monuments (status: end of 2012). While the lettering “Bahnhof Hohen Neuendorf” corresponds to the original, the lamps next to it were only attached later and were replaced by today's ones during the renovation. The middle four windows used to be decorated with flower boxes. The clock hung between the two front doors. Although the original plans of the watch are available, they have not been taken into account. The doors and the interior were completely redesigned with modern materials instead of being listed as a historic monument. The windows were replaced by glass blocks and the ticket office was removed.
At the end of 2011, the station building was acquired by the city of Hohen Neuendorf.
Other plants
The station has a central platform with two platform tracks. While the station building is on the north side of Schönfließer Strasse, the platforms extend south from the road bridge. South of the platform, the S-Bahn lines branch off to the Berlin outer ring and via the northern line to Berlin. In the station area of the Hohen Neuendorf station, two long-distance tracks run parallel to the S-Bahn tracks and continue via connecting curves to the outer ring. There is no long-distance railway station there. The long-distance tracks of the northern railway towards Berlin were dismantled in the post-war period.
The S-Bahn signal box is located in the surveillance building on the platform. Eight turnouts and eight signals were connected to the Sp Dr S 60 DR track plan interlocking that went into operation in 1992 .
A pedestrian tunnel to the south of the station connects the residential areas on both sides of the railway line. The south exit of the station, which was closed after the Wall was built, led here until 1961. After the fall of the Berlin Wall , there were several attempts to rebuild the exit, which so far (as of 2013) have not been successful.
Connection
A city bus line and a regional bus line also serve the station.
Web links
- Signal box Hon on fahrdienstleiter.cl with information about the signal box and with track plans
Individual evidence
- ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway . Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 22
- ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway . Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , pp. 23-26
- ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway . Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 46
- ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway . Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 51
- ↑ Mes table sheet No. 3345, Hennigsdorf , 1919, online ( Memento from May 11, 2013 in the Internet Archive )
- ^ A b Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway . Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 53
- ↑ a b c d e f Jürgen Meyer-Kronthaler, Wolfgang Kramer: Berlin's S-Bahnhöfe / A three-quarter century . be.bra verlag, Berlin 1998, ISBN 3-930863-25-1 , p. 124/125
- ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway . Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , pp. 55/56.
- ↑ morning 9:07 . In: Berliner Zeitung , November 18, 1961, p. 8
- ↑ Peter Bley: From the freight bypass to the Berlin outer ring . tape 3 : Development 1961 to 2018. VBN, Berlin 2018, ISBN 978-3-941712-67-6 , p. 15-18 .
- ↑ Manuel Jacob: ZAT now regular handling of the S-Bahn . In: Berliner Verkehrsblätter . No. 6 , 2017, p. 112 f .
- ↑ S-Bahn Berlin GmbH press release of March 21, 2002 , accessed on May 22, 2013
- ↑ List of monuments of the state of Brandenburg: Oberhavel district (PDF) Brandenburg State Office for Monument Preservation and State Archaeological Museum Status: December 31, 2012
- ^ Dost, Susanne .: Richard Brademann: 1884-1965: Architect of the Berlin S-Bahn . B. Neddermeyer, Berlin 2002, ISBN 3-933254-36-1 , p. 115-118 .
- ↑ Bahn-Report 1/2012, p. 41
- ↑ Signal box Hon on fahrdienstleiter.cl, accessed on May 22, 2013
- ↑ Election program for the 2014 municipal elections (PDF) Accessed on February 17, 2019 .
