Oranienburg train station

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Oranienburg
Listed reception building
Listed reception building
Data
Location in the network Intermediate station
formerly a separation station
Design Through station
Platform tracks 6th
abbreviation BOR
BORB (S-Bahn)
IBNR 8013487
Price range 3
opening July 10, 1877
Profile on Bahnhof.de Oranienburg
Architectural data
architect Alexander Rudell
location
City / municipality Oranienburg
country Brandenburg
Country Germany
Coordinates 52 ° 45 '13 "  N , 13 ° 14' 57"  E Coordinates: 52 ° 45 '13 "  N , 13 ° 14' 57"  E
Railway lines
Railway stations in Brandenburg
i16 i16 i18

The Oranienburg train station is located in the town of the same name in the Oberhavel district in Brandenburg. It is the end of a section of the Berlin S-Bahn and was an important long-distance stop for a long time. Its station building, which essentially dates from the time the station was expanded in the 1910s, is a listed building. A signal box built in 1987 on the east side of the railway station is also listed.

location

The station is located in the city of Oranienburg north of Berlin on the Berliner Nordbahn at route kilometer 27.4 (counted from the former Nordbahnhof in Berlin on Eberswalder Strasse). The route runs approximately in a north-south direction east of the city center. To the east of the train station is the Neustadt district. The line from Nauen , opened in 1914, reached Oranienburg from the west and met the northern line south of the station.

history

The beginnings

Old station building, 1905

The southern section of the Berlin Northern Railway and thus the Oranienburg station was opened on July 10, 1877, and on January 1, 1878, the line went into operation continuously to Stralsund. At the end of 1878, three pairs of continuous passenger trains ran between Berlin and Stralsund via Oranienburg. As early as 1877, suburban traffic with so-called "omnibus trains" was opened between Berlin and Oranienburg and partly further to Gransee. They served a number of stations on the way and took an hour and 20 minutes' travel time between Berlin (Stettiner Bahnhof) and Oranienburg. Some of these trains also carried freight wagons. At the end of 1877, three pairs of buses ran between Oranienburg and Berlin. In 1884 these trains were converted into "mixed trains", initially with one pair of trains per day between Berlin and Gransee and two more trains from Berlin to Oranienburg.

With the growth of suburban traffic, the line between Berlin and Oranienburg was expanded to two tracks in 1890/1891. On October 1, 1891, a cheaper suburban tariff was introduced between Berlin and Oranienburg. In 1900 a second platform for suburban traffic went into operation.

Before the First World War , the suburban trains to Berlin ran about once or twice an hour. There were also around eleven to twelve passenger trains from Berlin via Oranienburg to different destination stations on the northern line. Of the ten or so pairs of express trains on the Northern Railway, only two stopped in Oranienburg.

The big station extension

Around 1910 the capacity of the station reached its limits. In connection with the planning for the route from Nauen to Oranienburg of the bypass line around Berlin , Oranienburg station had to be expanded considerably. The new facilities at the station gradually went into operation between 1913 and 1915. The Nauen bypass was provisionally opened on November 2, 1914 and opened to all traffic on April 1, 1915. A continuation of the bypass in the direction of Eberswalde was planned, but was never implemented. During the renovation, the tracks in the station were moved in an elevated position. The station building has been considerably expanded and given a completely new look. A separate head platform, storage facilities and a locomotive shed were built for the suburban trains from Berlin. To the east of the central platform for the trains of the northern line, another platform was built for the trains of the bypass line. The freight transport facilities were combined on the east side of the station.

To the south of the station, the suburban tracks and long-distance tracks were merged, but preparations for a four-track expansion had already been made, including the bridge over the section of the Havel-Oder waterway between the Oranienburg and Lehnitz stations, which was also opened in 1914, was already designed for four tracks been.

Between the world wars

In 1925 the tracks of the suburban railway were electrified with direct current from the conductor rail, initially on June 5 to Birkenwerder . The section from there to Oranienburg station followed on October 4 or 6. A little later, the name "S-Bahn" for the suburban line prevailed. In 1925 there were 33 to 35 trains between Berlin and Oranienburg on weekdays, depending on the direction, on Sundays there were even between 45 and 48. In the same year, the suburban line was electrified, the travel time was reduced from 61-64 to 49 minutes. Two years later, suburban traffic was synchronized. Since then, trains between the two cities have been running every 20 minutes, and in some cases even more densely. In addition, there were various passenger trains on the northern line from Berlin as well as some trains, mostly starting in Oranienburg, which continued from Löwenberg (Mark), about 20 kilometers away, towards Templin . Oranienburg remained of little importance for fast long-distance traffic, almost all express trains and the majority of express trains did not stop at the station.

When the Berlin north-south tunnel went into operation in 1939, the S-Bahn trains from Oranienburg ran through the tunnel just as they do with today's route to Wannsee station .

In the 1930s, Oranienburg became an important location for the arms industry. The largest company was the Heinkel-Werke Oranienburg , which was connected from Oranienburg via the railway line to Nauen. Tens of thousands of prisoners were deported to the Oranienburg concentration camp (1933/1934) and especially Sachsenhausen (from 1936), some of whom were also transported by train via the Oranienburg train station. During the Second World War , Oranienburg was the target of several violent Allied bombing attacks . The station facilities were not significantly affected, but duds from that time have often interrupted train traffic up to the present day.

End of war and division of Germany

At the end of the Second World War , the bridge over the shipping canal south of the station was blown up. It was provisionally restored on July 11th. However, the line between Oranienburg and Borgsdorf was only in operation on a single track for all long-distance and S-Bahn traffic. In this respect, there were severe operational restrictions in the following years, for example the S-Bahn was only able to run at limited intervals in shuttle traffic between Oranienburg and Birkenwerder. Only after rebuilding a second track was the 20-minute cycle on the S-Bahn resumed.

The consequences of the division of Germany increasingly had an impact on regional and long-distance transport. Although the Stettiner Bahnhof (called Nordbahnhof from 1950) was in East Berlin , to the north of it the Northern Railway ran a longer stretch through West Berlin . The line between Berlin-Karow on the Stettiner Bahn and the Fichtengrund station on the Berlin Nordbahn via Basdorf , built to bypass the western sectors of Berlin, went into operation on May 6, 1950. Initially, only journeys in the direction of Oranienburg were possible from this route, also known as the northern freight ring , from May 23, direct journeys from Neustrelitz to Berlin were also possible via a connecting curve, bypassing the Oranienburg station. In 1951, another bypass route from Oranienburg to Velten on the Kremmener Bahn went into operation.

From May 18, 1952, passenger traffic between the GDR and West Berlin was completely interrupted with the exception of the S-Bahn. Passenger traffic on the northern line in the eastern part of Berlin was carried over the newly built line via Basdorf and no longer touched Oranienburg station. This changed after the Berlin outer ring between the Karower Kreuz and Birkenwerder was opened on November 25, 1952 . In 1953, the ring was extended further to the west, and since around 1955 a connecting curve in Hohen Neuendorf has also enabled direct journeys from Oranienburg to the western outer ring.

After the wall was built

View from the S-Bahn platform to the long-distance platforms

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. In the following months, 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 at Hohen Neuendorf , so that from November 19, 1961, direct S-Bahn traffic was back East Berlin was possible. After a few restrictions in the early years, a continuous 20-minute cycle was again possible on the S-Bahn from the mid-1960s. For decades the S-Bahn trains ran from Oranienburg via Birkenwerder, Blankenburg , Ostkreuz to Schönefeld Airport ; in evening and weekend traffic partly to Spindlersfeld .

The S-Bahn handled all of the local passenger traffic between Oranienburg and Berlin, other passenger trains no longer ran on this route due to limited capacities. The passenger trains heading north to various destinations on the northern line and to the lines to Templin and Rheinsberg or Neuruppin , which branch off in Löwenberg (Mark) , began in Oranienburg. There were also a few trains between Oranienburg and Hennigsdorf via Birkenwerder and until passenger traffic on these routes was discontinued in the 1960s in the direction of Velten and Nauen via Kremmen.

With the expansion of the ports in Rostock and Stralsund, the growing population in the north of the GDR and increasing tourism, the importance of the northern railway and also of the Oranienburg station for long-distance and freight traffic grew. All express trains between Berlin and Rostock or Stralsund via Neubrandenburg stopped at the station; since November 1976 also a pair of city ​​express trains.

Due to the Berlin outer ring, the bypass line and the connecting lines to Basdorf and Velten built in 1950/1951 had lost their importance. Passenger traffic from Oranienburg via Kremmen to Nauen was discontinued in 1967 and that to Velten in 1969. While the latter line was shut down and dismantled a few years later, the lines to Nauen and Basdorf, which never had regular passenger traffic, remained in operation for freight traffic, as a reserve for diversions and for strategic military reasons until the mid-1990s.

The reconstruction of the railway systems between Oranienburg and Lehnitz began in 1977. On this section, both the S-Bahn and the long-distance railway were only single-track. In several stages up to 1990 the S-Bahn (with the exception of a 400-meter-long section at the entrance to the station in Oranienburg) and then the long-distance railway were expanded to double-track. The confluence of the Nauen bypass was also redesigned during the renovation. While it used to run on an overpass over the northern railway tracks and was only connected to it at Oranienburg station, it then joined the northern railway at the same level. The tracks of the bypass between the intersection and the station have been removed.

Since 1982 the station has also been gradually rebuilt. The former platform of the bypass was turned into a directional platform for trains heading north. In October 1987, a modern switchboard was inaugurated. On December 15, 1983, electrical operation between Birkenwerder and Löwenberg (Mark) and thus also in Oranienburg station began.

Development since German reunification

S-Bahn and local train in Oranienburg station, 1991

In May 1992 the S-Bahn line between Hohen Neuendorf and Frohnau and with it the direct connection from Oranienburg to downtown Berlin went back into operation. Since then, the S-Bahn line 1 has been running between Oranienburg and Berlin-Wannsee. The line to Basdorf has been out of service since 1995 (with the exception of short-term railcar journeys in 1998). Also in the mid-1990s, the bypass between Oranienburg and Nauen was shut down.

Passenger traffic on long-distance and regional lines was synchronized in the 1990s. In the mid-1990s, long-distance trains to Stralsund were discontinued, and to Rostock in 2000, and they were replaced by regional express trains.

The station building was renovated in 1999/2000. The former entrance area and the luggage storage were redesigned into a commercial unit; the same applies to the ticket office and the service rooms behind it. Instead of the toilets, a bakery was set up. A small commercial unit was also installed in the corridor from the entrance to the tunnel, which leads to the platforms. In addition, all platforms now have an elevator. The station is therefore barrier-free .

From September 2012, the Berlin Northern Railway north of Oranienburg was completely closed for renovation work. The station and the section in the direction of Berlin were not directly affected by the construction work, but the time of the line closure was used to systematically search for duds from the Second World War. Therefore, from September 2012 to April 2013, no connection with regional trains to Berlin was possible, only the S-Bahn remained in operation.

The individual ICE train pairs from / to Rostock ran through Oranienburg without stopping until December 2019. Since then, these have been replaced by trains on the new Intercity line 17 , making Oranienburg a stop for long-distance trains again. From March 2020, this IC line will be served every two hours.

Connection

As of the 2020 timetable, the station will be served by the following lines:

Long-distance line Train run Tact
IC 17 ( Warnemünde  -) Rostock  - Neustrelitz  - Oranienburg  - Berlin  - Elsterwerda  - Dresden every 120 minutes, a pair of trains overnight from / to Vienna via Nuremberg
Regional line Train run Tact
RE 5 Elsterwerda - Doberlug-Kirchhain - Wünsdorf-Waldstadt - Berlin - Oranienburg - Neustrelitz - Waren (Müritz) - Güstrow - Rostock every hour
(on the outer branches sometimes every 2 hours)
Neubrandenburg - Stralsund
RB 12 Berlin Ostkreuz - Berlin-Lichtenberg - Berlin-Hohenschönhausen - Oranienburg - Löwenberg - Zehdenick - Templin - Templin city hourly
RB 20 Oranienburg - Birkenwerder - Hennigsdorf - Golm - Potsdam every hour
(only runs Mon-Fri)

There are also several excursion trains to Neustrelitz and Rheinsberg.

S-Bahn line Distance run
Berlin S1.svg Oranienburg  - Lehnitz  - Borgsdorf  - Birkenwerder  - Hohen Neuendorf  - Frohnau  - Hermsdorf  - Waidmannslust  - Wittenau (Wilhelmsruher dam)  - Wilhelmsruh  - Schönholz  - Wollankstraße  - Bornholmer Strasse  - Gesundbrunnen  - Humboldt Park  - North Station  - Oranienburgerstraße  - Friedrichstrasse  - Brandenburg Gate  - Potsdamer Platz  - pickup Train station  - Yorckstraße (Großgörschenstraße)  - Julius-Leber-Brücke  - Schöneberg  - Friedenau  - Feuerbachstraße  - Steglitz town hall  - Botanical Garden  - Lichterfelde West  - Sundgauer Straße  - Zehlendorf  - Mexikoplatz  - Schlachtensee  - Nikolassee  - Wannsee

Investments

The entrance hall of the station building and the pedestrian tunnel

Station building

The original station building from the time the line was built was a two-storey building with nine axes, which was very similar to the station building in Gransee that was preserved in this form . Its facilities were expanded significantly in the first half of the 1910s. The building was completely redesigned from the outside so that the older part and the extensions form a structural unit. The original building was an unadorned structure made of yellow bricks with individual red layers and a cardboard roof, after the renovation it was plastered. The reason for the external redesign was that the station square with the reception building and the school building erected in 1913 opposite (today: Runge-Gymnasium Oranienburg ) should form a structural unit. The post office building, which was built shortly thereafter, was also built in a similar style.

The structure of the old building was essentially retained during the renovation. A transverse annex was built to the south, so that a floor plan in the shape of a mirror-inverted “L” was created based on a design by the secret senior building officer Alexander Rüdell , which opens up to the entrance area on the station forecourt. The head platform of the suburban railway connects to the extension. Inside, the house was completely redesigned and redesigned during the renovation. The main entrance was moved from the middle of the old building to the right (as seen from the station forecourt) and a tunnel was built to the platforms.

The building has two floors throughout, with several attics in the roof. The station building is on the list of monuments of the Oberhavel district.

Other plants

The two-storey bicycle parking facility, 2018

In the past at street level station building begins pedestrian tunnel , leading from the stairs to the three invested in high altitude platforms. The two tracks of the S-Bahn line to Berlin, which begin in the station, are on the western platform. The other two platforms each have two continuous tracks for regional and long-distance traffic. The S-Bahn platform is also connected to the station forecourt via a direct staircase. The S-Bahn platform and the western long-distance platform are partially roofed over; the eastern long-distance platform is only equipped with a few shelters. As with many train stations in the Berlin area, the platforms have long been designated with letters, A is the S-Bahn platform, B and C are the two long-distance platforms.

There were several plans to expand the platform tunnel under the freight tracks to the east in order to open up the residential areas there. In 2011 these plans were rejected for cost reasons, as was the construction of a southern platform access.

Listed signal box Or.

In the southern part of the station on the west side of the tracks are the maintenance systems of the S-Bahn with a railcar hangar, on the east side of the tracks is the central signal box of the station, which went into operation in 1987. The GS III Sp 68 track diagram interlocking was originally designed to control 64 points and 40 signals. It was listed as a historical monument in 2016.

To the east of the platforms are the extensive facilities for freight traffic. In the station area and in the urban area there were or are a number of connecting railways. One works connection started directly from the freight tracks in the eastern area of ​​the station, two more led west of the northern railway line to the north and south. A long siding led east of the northern railway tracks north to the Oranienburg brickworks , a branch of the Sachsenhausen concentration camp. There is a loading ramp and a level crossing under monument protection.

Before 1945 a connection to the Heinkel works in Oranienburg branched off from the line in the direction of Kremmen , and after 1945 to the Oranienburg cold rolling mill .

A two-storey bicycle parking facility completed in 2018 has increased the number of bicycle spaces from 370 to almost 1,000.

Web links

Commons : Bahnhof Oranienburg  - Collection of images, videos and audio files

Individual evidence

  1. ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , pp. 21-22
  2. ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , pp. 23-26
  3. ↑ a b Jürgen Meyer-Kronthaler, Wolfgang Kramer: Berlin's S-Bahnhöfe / A three-quarter century . be.bra verlag, Berlin 1998. ISBN 3-930863-25-1 , pp. 204–205
  4. ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 51
  5. ^ A b c d e Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , pp. 39-40
  6. ^ E. Giese, Redesign of the railway systems at Spandau and the construction of a marshalling yard at Wustermark (PDF; 14.1 MB), in: Zentralblatt der Bauverwaltung , 1912, pp. 651–654
  7. ^ A b Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , pp. 55-56
  8. ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , pp. 72-73
  9. ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , pp. 76-77
  10. ↑ morning 9:07 . In: Berliner Zeitung , November 18, 1961, p. 8
  11. ^ A b c Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , p. 98
  12. ↑ Bernd Kuhlmann: Bahnknoten Berlin, The development of the Berlin railway network since 1838 , Verlag GVE, Berlin 2006, ISBN 3-89218-099-7 , p. 101
  13. ↑ The old entrance hall is now a flower shop. The station, which was renovated for 20 million marks, was officially opened . In: Berliner Zeitung , March 31, 2000
  14. ↑ More long-distance traffic for East Germany - the Dresden – Berlin – Rostock line starts , presentation, deutschebahn.com, October 8, 2019 (PDF)
  15. ^ Peter Bley: Berliner Nordbahn - 125 years of the Berlin – Neustrelitz – Stralsund railway. Neddermeyer, Berlin 2002, ISBN 3-933254-33-7 , pp. 39-40
  16. ^ The freight bypass around Berlin . In: Zentralblatt der Bauverwaltung , 1916, No. 15, pp. 107/108
  17. ↑ a b c The reception building of the Oranienburg train station . In: Zentralblatt der Bauverwaltung , 1916, pp. 358-360, digitized .
  18. ↑ a b List of monuments of the State of Brandenburg: District Oberhavel (PDF) Brandenburg State Office for Monument Preservation and State Archaeological Museum Status: December 31, 2012
  19. ↑ The cost-benefit analysis for new routes to the train station was negative .  ( Page no longer available , search in web archives ) In: Märkische Allgemeine Zeitung , July 22, 2011@1@ 2Template: Toter Link / www.maerkischeallgemeine.de
  20. ^ Stellwerk Or on Fahrdienstleiter.cl (private website), accessed on May 15, 2013