Railway line Berlin – Magdeburg
The Berlin – Magdeburg railway is a double-track main railway line in the federal states of Berlin , Brandenburg and Saxony-Anhalt .
The section between Berlin and Potsdam, the Berlin-Potsdamer Railway or "Stammbahn", opened in 1838 , was Prussia's first railway line . Until 1846 it was extended to Magdeburg by the Berlin-Potsdam-Magdeburg Railway Company . At the beginning of the 1870s, the line between Burg and Magdeburg was given a completely new route, which went into operation in 1873.
From the original line from Berlin to Magdeburg, the section from the city limits between Berlin and Potsdam to Burg bei Magdeburg is in operation as a double-track main line. Freight traffic between Lichterfelde West and Zehlendorf has been suspended since April 2018 and thus the entire Berlin route section without traffic. The S-Bahn Berlin runs between Yorckstraße and Zehlendorf on the parallel stretch of the Wannsee Railway .
history
First railway in Prussia
The Prussian residence city of Potsdam is only around 25 kilometers west of Berlin, which at the beginning of the 19th century already had more than 200,000 inhabitants. The skeptical attitude of Friedrich Wilhelm III. initially delayed the establishment of a railway, as it had already been established in England. After the Ludwigseisenbahn provided proof of the economic operation of a railroad in the German Confederation , it made sense to set up a railroad in Prussia as well. Only with the Prussian Railway Act , which also guaranteed the Prussian state the right to take over the companies after 30 years, was the basis for private railway companies created in the kingdom.
The Berlin-Potsdam railway company founded in 1837 acquired the “Bleiche” in front of the Potsdamer Tor from the Bohemian Brethren in Berlin and Rixdorf for 12,400 thalers . The private Berlin-Potsdam railway was then opened in the autumn of 1838 (the Potsdam - Zehlendorf section on September 22nd, the main line to Berlin on October 29th). The Potsdamer Bahnhof in Berlin was in 1838 directly in front of the Potsdamer Tor of the Berlin customs wall on the former "Bleiche". The station in Potsdam was just like the main station today, south of the Havel , accessible from the city via the Lange Brücke , east at the beginning of the road to Saarmund . A railway workshop was set up next to this station. The first train stations between Berlin and Potsdam were Zehlendorf (as early as 1838), Schöneberg (1839) and Steglitz (1839).
Berlin-Potsdam-Magdeburg Railway Company
The Potsdam-Magdeburg Railway Company was founded in 1845 and received royal approval on August 17, 1845. It continued the rail connection from Berlin via Potsdam to Magdeburg and was later merged with the Berlin-Potsdamer Bahn to form the Berlin-Potsdam-Magdeburg Railway Company .
Although the train station in Potsdam was directly connected to the city center by the Long Bridge , a continuation of the route in the direction of Brandenburg an der Havel and Magdeburg was associated with great difficulties. The Havel had to be crossed just west of the Potsdam train station. Since the inner city and the Brandenburg suburbs of Potsdam reached almost as far as the Havel, several bridges had to be built in the area of the Neustädter Havelbucht, in the area of today's islands Obere and Untere Planitz. Furthermore, the Potsdamer Stadtkanal also flowed into the Havel at today's Dortustraße , so that another bridge was necessary to cross it. The entire section of the route was laid out on a dam. Before the entire route was navigable, operations between Magdeburg and Potsdam Kiewitt, west of the Neustädter Havel Bay, were opened on August 7, 1846. Only with the completion of the Havel crossing on September 12, 1846 was the continuous train operation between Berlin and Magdeburg possible.
In the course had at kilometer 35.5, near the town of Werder (Havel) the Havel again be crossed. To connect to the Elbe station on the Fürstenufer in Magdeburg- Buckau , the railway line was led over the Old Elbe , the Elbe island Werder and the Stromelbe . The railway company built the Buckau railway bridge to cross the Elbe . Until its completion in 1848, the train service ended at the Magdeburg- Friedrichstadt station .
By 1847, the main line was largely expanded to two tracks. On May 29, 1856, the Jupiter locomotive crashed into the Neustädter Havel Bay during a test drive on a swing bridge that was not closed .
In 1870, the Berlin-Potsdamer-Magdeburg Railway, together with the Magdeburg-Halberstädter Railway and the Magdeburg-Köthen-Halle-Leipzig Railway Company, bought the 55 hectare site for the construction of the Magdeburg Central Station , the western reception building of which was built by the Berlin-Potsdam-Magdeburg Railway has been. To connect it, a new line was built between Burg and Magdeburg. While the old route ran between Burg and Gerwisch via Niegripp, Hohenwarthe and Lostau through the Elbe lowlands, the new route crossed the foothills of the Hohen Fläming near Möser in a straight line, shortening around four kilometers. The old route was crossed in Gerwisch. The new route then took a more northerly route via Biederitz, the Herrenkrug railway bridge and Magdeburg Neustadt to the new central station. It went into operation on May 15, 1873. The old route between Burg and Gerwisch was abandoned, between Gerwisch and the old Magdeburg train station (Friedrich-Wilhelms-Garten) it was still in use for freight traffic. Later it was connected as the Biederitz – Magdeburg-Buckau railway line only from Biederitz, no longer from Gerwisch, and remained in operation for freight traffic until the 1990s.
On June 1, 1874, the Wannseebahn branching off in Zehlendorf (later called "Alte Wannseebahn") with the Schlachtensee and Wannsee stations was inaugurated. In the same year the train stations in Friedenau and Lichterfelde as well as Griebnitzsee were opened for local traffic.
Further development
With the Lehrter Bahn , built by the Magdeburg-Halberstädter Eisenbahngesellschaft , a shorter and faster connection to Hanover and Cologne went into operation in 1871.
The 1879 finished part way through the Grunewald of the Berlin-Blankenheim Railway (Wetzlar train) and the 1882 put into operation rail together formed a continuous east-west route through the capital and a further compound from Potsdam to Berlin, for the suburb - as for long-distance transport.
On April 1, 1880, the company was incorporated into the Prussian State Railways .
On October 1, 1891, the “Neue Wannseebahn” from Zehlendorf to Berlin was opened parallel to the main line. It was used for suburban traffic, while long-distance trains continued to run to Magdeburg on the main line.
At the latest with the opening of the Brandenburg city railway in 1904, Brandenburg an der Havel developed into an important railway junction. Above all, the steelworks located there from 1913 (today: Brandenburg Industrial Museum ) ensured a high volume of goods on the route. In 1928 the Berlin S-Bahn was extended from Wannsee to Potsdam, and on May 15, 1933 the long-distance tracks of the main line between Zehlendorf and Berlin were electrified. This enabled the so-called “ banker trains ” of the S-Bahn coming from the Wannsee Railway to switch to the main line at Zehlendorf and then pass without stopping to Berlin Potsdamer Bahnhof . In addition to the electric railcars, steam-powered suburban trains continued to run on the long-distance tracks, which took the direct route to Potsdam without the detour via Wannsee. In 1939, the Düppel train station was opened to better connect the area in between .
The Reichsbahn Berlin celebrated the centenary of the opening of the Berlin-Potsdam on September 23, 1938, among others, with its own festival in Germany hall .
After the Potsdam city train station was badly damaged by bombs in the Second World War in 1945, an auxiliary building temporarily took over the tasks of the completely destroyed reception building. Even later, this provisional solution was sufficient for the tasks for the southern lines of the S-Bahn, due to the minor importance of the station during the GDR times.
post war period
The heavily damaged Herrenkrug Bridge in Magdeburg was temporarily put back into operation on March 12, 1946. Due to reparations payments , the second track was removed by 1948.
Section in West Berlin
In April 1945 the railway bridge over the Teltow Canal was blown up by German troops and later the tracks between Griebnitzsee and Düppel were dismantled as reparations. This meant that the sections of the route within the city limits of Berlin were no longer relevant for regional traffic. Since then, traffic from Berlin to the west has traveled from the stations at the Stadtbahn and via the Wetzlarer Bahn in the direction of Potsdam.
From December 1, 1945, only shuttle trains ran between Düppel and Zehlendorf (some with locomotives of the streamlined 03.10 series ).
From June 15, 1948, this section was also operated electrically in order to reduce the considerable operational costs of steam operation. At the time, the line represented an important connection for the suburb of Kleinmachnow , which was located in front of the city limits, during the journey to Berlin, which was still frequently used at the time. Even after the construction of the Berlin Wall in 1961, the S-Bahn shuttle service between Zehlendorf and Düppel continued as it was still was completely on West Berlin territory. However, it was no longer accessible to the residents of the suburb of Kleinmachnow. On the journey to the eastern part of Berlin, they had to take the detour via the southern Berlin outer ring or via bus lines to the Schönefeld S-Bahn station .
In addition to the absence of Kleinmachnow passengers, the S-Bahn boycott in the western part of Berlin after the Wall was built in 1961 hit this route. The population was called on to stop using the S-Bahn, which was also operated by the Deutsche Reichsbahn in the western part of Berlin . At the same time, bus lines parallel to the S-Bahn lines were strengthened. The number of passengers has now decreased drastically; Not a single passenger sat on many trains. However, a driver and a conductor were still required for operation.
As a last attempt, the Deutsche Reichsbahn set up the new Zehlendorf Süd stop on December 20, 1972 between Düppel and Zehlendorf on Clauertstrasse near a new residential area . The aim was to try to increase the number of passengers again, but this was no longer possible.
After the strike of the West Berlin Reichsbahn employees in late summer 1980, S-Bahn operations were stopped on September 18 of the same year on the remaining Zehlendorf – Düppel section. The platform equipment was gradually dismantled and used elsewhere. The structures deteriorated more and more from year to year.
Main line Potsdam – Magdeburg in GDR times
The Griebnitzsee station , which was previously used for suburban traffic , was expanded in 1952 for transit traffic through the GDR to a border station or border crossing point (GÜSt, passenger traffic) .
Due to the dismantling of the second track, the performance of the main line was greatly reduced. With the opening of the Berlin outer ring in 1957, long-distance traffic between Berlin and Werder (Havel) shifted to the new route around Berlin, with the new Potsdam central station (now Potsdam Pirschheide ) taking over the tasks of the previous Potsdam train station, which is now only local Had meaning.
After the construction of the Berlin Wall in August 1961, Griebnitzsee station was expanded to become the most important border control station for passenger transit traffic between West Berlin and the Federal Republic of Germany. For this purpose, the track plan of the station was changed: To protect against unauthorized train journeys, especially against late journeys towards the Berlin-Wannsee station , safety switches were inserted into the continuous main tracks . Most, at times all of the passenger trains between the four-sector city and western Germany ran through the station.
It was not until 1976 that the second track between Magdeburg and Werder (Havel) was completely restored.
By 1983, the Berlin-Wannsee to Griebnitzsee and between Potsdam city and Werder line were expanded and modernized to two tracks with 64 million DM from funds from the Federal Republic of Germany. The section between the Kohlhasenbrück or Griebnitzsee and Berlin-Wannsee junction, which is also used by the Berlin – Blankenheim railway line, continued to be treated operationally as two parallel single-track lines.
Development since 1989
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In 1991 the first Intercity ran from Hanover via Braunschweig and Magdeburg to Berlin with diesel traction .
Immediately after reunification, an upgrade of the Helmstedt - Magdeburg - Berlin route was started as " Transport Project German Unity No. 5". The aim was to create an efficient connection between the state capitals Magdeburg and Potsdam and the future federal capital Berlin. In addition, the former cross-border section to Helmstedt was to be modernized and the gap in electrification closed. A continuous expansion was planned for a speed of 160 km / h including the necessary traction power line .
As early as 1993, the Helmstedt - Magdeburg section was expanded to 160 km / h and electrified. With the completion of the electrification of the Potsdam-Griebnitzsee - Brandenburg an der Havel - Biederitz section in December 1995, ICE trains were able to take the direct route via Brandenburg an der Havel and the detour via Bad Belzig and Güterglück was no longer necessary. At the same time, the route was upgraded for a top speed of 160 km / h. For Potsdam and Brandenburg an der Havel, this day marked the beginning of the ICE era. The railway bridges over the Neustädter Havelbucht in Potsdam had to be replaced, whereby the larger of the two bridges was replaced by a new 57 meter long arched bridge, which was embarked on May 10, 1995. It replaced the 90-year-old steel truss bridge.
With the opening of the northbound high-speed line Hanover – Berlin in 1998, long-distance traffic shifted to this line and the number of long-distance trains on the route via Potsdam and Magdeburg fell sharply. As of 2016, Magdeburg and Potsdam are served by some EC / IC trains in addition to local and regional trains.
In 1999, the new Potsdam Central Station was opened, which has six tracks (two of which are for the Berlin S-Bahn) and also offers numerous shopping opportunities. In the course of the construction work, the facilities of the former Potsdam freight station, which were located north of the passenger station, also disappeared. The former platform tunnel between the long-distance railway tracks has been replaced by a new one at a different location, which has so far been closed to travelers. Access to the tracks is only possible through the station passage. Until 2005 there remained two pairs of ICE trains from Berlin to Düsseldorf , which were formed from the fleet of the previous Metropolitan trains from 2005 onwards. Furthermore, the two-hourly intercity buses from Stralsund to Dortmund via Halle (Saale) ran on the Berlin – Potsdam section , which were only led through the north-south tunnel via Ludwigsfelde when the new main train station in Berlin opened.
In long-distance traffic, two daily train pairs have remained on the route today. Between Berlin and Thale or Goslar via Wernigerode, a pair of Abellio Rail Mitteldeutschland trains (until December 2018: Transdev Sachsen-Anhalt) are on the route as the Harz-Berlin Express.
With the re-tendering of the RE 1 line in the Elbe-Spree network, the Berlin-Brandenburg transport association is planning to compress the offer from December 2022 to three trains per hour at least as far as Werder. In smaller suburbs such as Groß Kreutz there are demands that these trains run to Brandenburg (Havel) with stops at the stations that were previously only served hourly.
Accident Genthin 1939
On December 22nd, 1939, the most devastating train accident in German history occurred at Genthin station, in which 278 people lost their lives and another 453 people were seriously injured. The nocturnal express train D 180 (Berlin-Potsdamer Bahnhof – Neunkirchen (Saar)) hit the completely overcrowded D 10 from Berlin-Potsdamer Bahnhof to Cologne at high speed due to several ignored signals. Visibility that night was very poor due to heavy drizzle and fog, which is why the D 180 ran over the signal from the Belicke block indicating the stop and hit the train ahead at 100 to 110 km / h. In various contemporary media, the number of victims was deliberately lower and news about the disaster kept as short as possible.
Important branch and connecting railways
Goerzbahn
Branching off from the Berlin-Lichterfelde West train station there is a connecting railway to the Zehlendorf district of Schönow on the Teltow Canal , which was built in 1905 and connects the industrial plants located there on the Teltow Canal. The operation on the line initially operated by the Zehlendorfer Eisenbahn- und Hafen-AG (ZEUHAG) was carried out with horse-drawn wagons. Fireless locomotives were also used from 1908 . During the First World War , the first steam locomotive was used and the company was taken over by C. P. Goerz . From then on, passenger traffic was carried out on the Goerzbahn , which was only discontinued during the Second World War .
The line served as a connecting line for freight traffic until 2018, with block trains with body parts running from an automotive supplier (APCB Berlin GmbH & Co., Formerly Visteon Deutschland GmbH) to the Ford plant in Cologne . Shunting locomotives of the class 365 - provided with a yellow rotating beacon - were used on the connecting line , from Lichterfelde West locomotives of the class 232 were used .
Bypass
From around 1900 there was a great need to relieve the railway lines around Berlin from increasing freight traffic. It was also of strategic importance to set up a bypass around Berlin . Coming from Jüterbog , the line runs via Seddin to the Wildpark train station, where the track joins the Berlin – Potsdam – Magdeburg railway. A few kilometers further west, the route branches off in a northerly direction via Golm to Wustermark and Kremmen . The northern part has belonged to the Berlin outer ring since 1957 and has a high train density, especially in freight traffic. In addition, the regional train line 21 from Griebnitzsee to Wustermark runs every hour. In addition, there are regional trains of the RB 20 from Potsdam to Oranienburg via Hennigsdorf , which run every hour on weekdays .
The southern part is now served every hour by regional train line 23 . Until 2006 also from the Intercitys to Leipzig and Halle (Saale). The route section is of little importance for freight traffic, sometimes freight trains are diverted from Seddin to Magdeburg via the bypass railway. As a rule, however, these trains use the Berlin outer ring.
Berlin outer ring
The Berlin outer ring (BAR), which was completed by September 30, 1956, represents a complete ring around West Berlin. Part of the existing outer goods ring (GAR) was also used, and a new section was built between Werder and Saarmund with a crossing of the Templiner See (Havel) .
During the GDR era, the Berlin outer ring was of considerable importance for long-distance and freight traffic. Almost all long-distance trains, if not run as interzonal trains via Griebnitzsee, branched in Werder from the main Magdeburg – Brandenburg – Potsdam line to the Berlin outer ring to bypass West Berlin to the south. The line was one of the most heavily used lines in the Deutsche Reichsbahn network. In local transport, the so-called “ Sputnik trains ” ran every hour between Werder and Berlin-Karlshorst. Some of these trains were tied through to Brandenburg an der Havel.
With the opening of Potsdam Central Station (today Potsdam Pirschheide Station) in 1956 and the construction of the Berlin Wall on August 13, 1961, the Stadtbahnhof (today Potsdam Central Station) lost almost all of its importance for passenger traffic. Only light railcars ran between Werder (Havel) and Potsdam-Babelsberg , and a few trains in the direction of Jüterbog and Brandenburg an der Havel.
With the opening of the border in 1989 and the renovation of the Berlin light rail system by 1997, the relationship changed fundamentally, so that the upper part of the Pirschheide station located at the BAR is no longer served by passenger trains. The BAR continues to have a high priority for freight transport, both for trains to the Seddin marshalling yard and for international freight trains from West Germany to Poland.
Lehniner Kleinbahn
Between October 1899 and December 1965 (passenger traffic) and October 1967 (freight traffic) there was a twelve-kilometer Lehnin small train from Groß Kreutz station to Lehnin via Nahmitz .
The Brandenburg city railway
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A significant volume of goods was and is to be recorded from and to the Brandenburg City Railway, which in turn has extensive sidings not far from the Brandenburg train station on the Havel old town until 1945 to the iron and steel rolling mill Philipp Weber , from 1950 to the VEB Stahl- und Walzwerk Brandenburg and currently to the Brandenburg electric steelworks GmbH as well as to the city port.
Small railways in Genthin and Güsen
There were various branch lines from the Genthin and Güsen stations that opened up the Jerichower Land .
From Genthin there were branch lines to Sandau via Jerichow , from Güsen to Ziesar and Jerichow. All these branch lines were operated by the Genthiner Eisenbahn AG and after 1949 came to the Deutsche Reichsbahn. All of these branch lines have been closed to this day for passenger traffic and, apart from short sections, also for freight traffic.
In Genthin itself, in addition to a shipyard , brickworks and woodworking companies were built that generated goods. There was also a large sugar refinery and detergent factory here.
An explosives factory was built south of Güsen from 1917 , and there was also a concrete sleeper factory.
Other goods volume
In addition to the sources and destinations already mentioned for freight along the main line, there was or is a high volume of goods at various other stations.
Castle (near Magdeburg)
The Tack u. Shoe factory was opened in Burg in 1883 . Cie , which grew to become the largest shoe manufacturer in Europe by the Second World War. There were large deliveries of cattle to the local slaughterhouse , which was built in 1899.
Vehicle use
The first locomotives known as "steam cars" were supplied by Robert Stephenson from Newcastle upon Tyne . The six machines were delivered in individual parts and assembled in a small workshop in Potsdam, the nucleus of the later repair shop . With them, William Turner came to Prussia, who ran the workshop and stayed in Potsdam until 1881. The three-axle locomotives with the 1A1 wheel arrangement were named Adler , Mercur , Pegasus , Iris , Hercules and Bär . Another seven machines, added in 1839, came from Longridge & Co., Charles Tayleur & Co. (both also United Kingdom ) and W. Norris ( Philadelphia ). The two US locomotives with the 2A wheel arrangement were retired as early as 1845 . The English locomotives, eight of which were converted into C-coupled shunting locomotives around 1860 , were withdrawn from the stock between 1870 ( Minerva ) and 1884 ( Iris and Jupiter ).
Before the "local trains" between Berlin and Potsdam ran in the late 19th century tank locomotives with the B1n2 wheel arrangement, such as the Wannsee locomotive that was built near Borsig in 1877 .
After 1920, many test drives by the Grunewald Locomotive Research Office took place on the route . The express train traffic was increasingly denied by the 01 series .
On June 19, 1942, test drives with the 19 1001 steam engine between Potsdam and Kirchmöser are documented.
Even after reunification, the regional trains were initially pulled by the locomotives of the DR series V 180 , which were replaced by the 232 and 234 series from around 1993 . These locomotives were now used for both the regional express trains and long-distance services. With the electrification in December 1995, the diesel locomotives were replaced by the class 112 and 143.
Various locomotive series could be observed in long-distance traffic, especially series 103, 111 and 112. Since around 1998, only series 101 locomotives were used.
With the introduction of the Regional-Express 1 between Frankfurt (Oder) and Magdeburg under the brand RE 160 in 1997, air-conditioned double-decker coaches Görlitzer Bauart have been running on this line since then . On the section Burg (b Magdeburg) –Magdeburg operated until December 2008 electric multiple units of the class 425 as a regional train to Braunschweig . Since December 2008, modernized double-decker cars pulled by class 143 locomotives have been in use here.
On the then IRE line 25 (Magdeburg – Berlin), train sets formed from a class 112 locomotive and three new double-decker cars were used in 2011 and 2012 . The so-called Magdeburg-Berlin-Express was discontinued on December 10, 2012.
Projects
Planning to rebuild the main line
initial situation
Shortly after the fall of the Berlin Wall , there were initial plans to reopen the disused trunk line. During the construction of the new north-south long-distance line for long-distance and regional traffic with the tunnel under the Tiergarten , appropriate preliminary construction work was made in order to later be able to direct trains from the main line directly into the tunnel. The main line would create a continuous connection of the lines from Stralsund , Rostock or Stettin via the north of Berlin and the main train station , Zehlendorf and Potsdam to Magdeburg, which would also be of supraregional importance.
In a profitability study in April 2008, the Munich office Intraplan, on behalf of the Brandenburg Ministry of Infrastructure and Regional Planning, came to the conclusion that the reconstruction of the main line as a regional line from Berlin Central Station - Potsdamer Platz - Zehlendorf - Dreilinden (Europarc) - Griebnitzsee would cost 175 million euros are not worthwhile, since the benefit-cost ratio according to the standardized investment assessment would be only 0.7 (worthwhile and eligible for values from 1). In the meantime, however, the premises have changed significantly, because Berlin and Potsdam as well as Kleinmachnow / Teltow / Stahnsdorf show strong population growth and the line would also effectively relieve the meanwhile busy Berlin light rail . The two railway chiefs of the federal states involved are therefore in favor of the reconstruction, while the state government and the Senate are striving for a new profitability study.
In contrast, there are also plans by the Berlin CDU for a pre-opening as a single-track S-Bahn line . The S1 amplifier trains, which had previously ended in Zehlendorf, should then run via the old main line to Europarc Dreilinden.
At the beginning of 2018, the Berlin-Brandenburg transport association announced that the main line should be rebuilt by 2034. In what form, whether as a regional or S-Bahn line, is currently still being investigated as part of the i2030 project . The Berlin representative of Deutsche Bahn , Alexander Kaczmarek, prefers to rebuild it as a regional railway line , as this variant makes it easier to get federal funds.
Section Gleisdreieck – Zehlendorf
The entire main line section between the Gleisdreieck area and the Zehlendorf train station would have to be expanded for regional traffic. For this purpose - in the case of a double-track long-distance railway expansion - a widening of the route would be necessary in order to be able to realize the track spacing required today. Furthermore, a large part of the road bridges would have to be renewed and raised (including changes to the road access), since the clearance heights are not sufficient for electrical operation. Other railway bridges would have to be replaced due to obsolescence or insufficient track spacing.
Zehlendorf – Düppel section
The section between the Zehlendorf and Düppel stations would have to be rebuilt. It would have to be clarified here whether technically secured level crossings or bridge structures (in connection with a new dam or trough structure of the route or overpasses or underpasses of the roads) are planned at the intersections with Clauertstrasse and Benschallee . Experience from similar reactivation projects , such as the expansion of the Dresden Railway in Berlin-Lichtenrade, shows that such projects cannot be implemented in the short term. A construction period of at least ten years is expected, which would follow a plan approval procedure. Flexibility of rail traffic between the parallel Wetzlarer Bahn and the main line is considered to be important, especially from around 2030 , due to the overloading of the light rail into which the Wetzlarer Bahn joins, and due to occasional operational restrictions. As an interim solution, Deutsche Bahn considers an extension of the regional train line 33 from Jüterbog via the existing tracks to Steglitz town hall to be feasible. For three million euros, a new platform would have to be built and new signaling technology installed. The Senate Department for the Environment, Transport and Climate Protection rejects the proposal because the cost and benefit would not be in a reasonable relationship. The funds should be spent on meaningful transport services.
Section Düppel – Griebnitzsee
The section between the Düppel and Griebnitzsee stations is still dedicated as a railway line, but the tracks and parts of the substructure have been removed and demolished as part of the GDR's border security measures . This section of the route would have to be completely rebuilt. Larger bridge structures are to be built at the intersection with the A 115 , on the Teltow Canal and in the eastern area of the Griebnitzsee station.
The former S-Bahn station Düppel could gain importance for Kleinmachnow; due to its peripheral location, however, it is more a transfer point to regional bus routes or in connection with bike & ride spaces. A Zehlendorf Süd stop, on the other hand, has a sufficient catchment area (albeit largely in open construction). Additional stopping points, for example in Kleinmachnow northwest at the level of the extended lock path or at Europarc Dreilinden , should first be examined in terms of their possible uses. This area is presumably easier to develop with bus lines; the Europark could be attractive for park-and-ride concepts because of its excellent accessibility via the motorway .
Links with the Berlin local transport network
Links with the Berlin local transport network would result in the north from the Zehlendorf train station and in the west from the Griebnitzsee train station.
Plans to extend the existing S-Bahn line from Teltow-Stadt via Stahnsdorf and the old cemetery railway there to Dreilinden (Europarc) would link the main line at this point with the S25 S-Bahn line , which is known as the "ring closure" could even be extended to Wannsee train station .
Older plans to extend the Zehlendorf underground line ( line U3 ) beyond Mexikoplatz to the south would enable a link at Düppel station, but there is currently no specific plan for the underground either.
Efforts to use it as a cycle expressway
In the summer of 2015, the Innovation Center for Mobility and Social Change (InnoZ) made the proposal to use the route between Potsdamer Platz and Lichterfelde West as a cycle expressway.
This is intended as an interim use, the dedication as a railway line should be retained. Critics fear, however, that such external use would practically prevent the rebuilding of the railway for good.
New construction of the flood canal bridge near Biederitz
From 2011 to 2013, the steel bridges over the Elbe flood canal at the western entrance to the train station in Biederitz were replaced by a new building. The approximately 80-year-old construction could only be driven on at a top speed of 50 km / h. The planning for the new building was completed in 2010, and construction work began at the beginning of 2011. The bridge was fully operational in November 2013.
Remarks
- ↑ No. 5 Hercules and No. 6 Bear originally with coupling rods (axis formula B1), also No. 7 Jupiter by Longridge & Co.
Web links
- The Berlin-Potsdamer Eisenbahn Information from the 19th century on the route and rail operations
- Berliner-Bahnen.de event calendar around the route
- Royal approval of the Potsdam-Magdeburg Railway Company ( Memento from September 30, 2007 in the Internet Archive ) (PDF; 1.95 MiB)
- The car repair workshop at the Potsdam train station . Construction report and some drawings. Pdf pages 6–10: Zeitschrift für Bauwesen , 1858, issue 2 . Further drawings: PDF pages 27–30: Zeitschrift für Bauwesen 1858, Atlas
- Concession confirmation document of the Berlin-Potsdam-Magdeburg Railway Company ( Memento from September 27, 2007 in the Internet Archive ) (PDF; 581 KiB)
- Website of the citizens' initiative Pro Stammbahn
- Photos and history of the main line at BSISB.de
- Photographs and history of the main line at berlin.bahninfo.de
- Photographs and history of the main line at Stilllege-S-Bahn.de
- Tradition of the Burg-Magdeburg section in the holdings of the Reichsbahndirektion Magdeburg in the State Archives Saxony-Anhalt, Dessau department
Individual evidence
- ^ Stefan Handke: Railway lines in the state of Brandenburg. Retrieved April 27, 2009 .
- ^ Peter Bley: 150 Years of the Berlin – Potsdam Railway . Alba, Düsseldorf 1988, ISBN 3-87094-221-5 , p. 65 .
- ^ Wilhelm Koch, Railway station directory of the members of the Association of German Railway Administrations, as well as the other European railways in operation or construction , Barthol, 1873, p. 21.
- ^ Deutsche Reichsbahn-Gesellschaft (Ed.): Official Gazette of the Reichsbahndirektion Mainz of September 10, 1938, No. 43. Announcement No. 559, p. 267.
- ↑ Potsdam's new railway bridge sailed across the Havel . In: Berliner Zeitung , May 11, 1995
- ↑ Jürgen Lauterbach: In five years three regional trains per hour. In: Märkische Allgemeine. October 23, 2017, accessed March 3, 2018 .
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- ^ H. Sack: The Genthin railway disaster in December 1939. Archived from the original on January 12, 2010 ; Retrieved April 25, 2009 .
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- ^ Peter Bley: 150 Years of the Berlin – Potsdam Railway , p. 26.
- ^ Peter Bley: 150 Years of the Berlin – Potsdam Railway , p. 57.
- ↑ Peter Bley: 150 Years of the Berlin – Potsdam Railway , p. 74.
- ↑ Horst Troche: 19 1001 - The streamlined express train locomotive of the Deutsche Reichsbahn with single-axle drive . EK-Verlag, Freiburg 1995
- ↑ Increased . In: mobil , issue March 2011, pp. 54–55
- ↑ The new power pack for Saxony-Anhalt . In: aufachse , Spring 2011 issue, pp. 4–7
- ↑ a b Berlin's railway boss wants the main railway back. tagesspiegel.de, November 5, 2015, accessed November 8, 2015 .
- ↑ Why the Stammbahn is the first choice. pnn.de, January 4, 2016, accessed January 5, 2016 .
- ^ Distance between Berlin and Potsdam. pnn.de, December 11, 2015, accessed December 12, 2015 .
- ↑ Mobility forum in Kleinmachnow - from 2034 on the main line? pnn.de, March 19, 2018, accessed on March 19, 2018 .
- ↑ Effects of the Germany clock . PNN, July 1, 2020, accessed July 4, 2020 .
- ^ Enrico Bellin: Potsdam-Mittelmark: Faster to Steglitz . In: Potsdam's latest news . September 28, 2017 ( pnn.de [accessed March 8, 2018]).
- ↑ Extension of the RB 33 is not an option for the Senate. berliner-woche.de, February 28, 2018, accessed on March 19, 2018 .
- ↑ S 25 from Teltow - to Berlin-Wannsee - Brandenburg is checking the S-Bahn extension to Stahnsdorf. tagesspiegel.de, February 3, 2015, accessed November 5, 2015 .
- ↑ Bike infrastructure - investment in the future of mobility. InnoZ, July 30, 2015, accessed October 25, 2015 .
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- ↑ New Ehlebrücke near Biederitz will be accessible on two tracks from November 23rd. Deutsche Bahn, November 13, 2013, accessed April 10, 2014 .