Berlin – Wriezen railway line

Berlin - Wriezen
Track systems in Blumberg (b Berlin), 2015
Route number (DB) :	6011 Biesdf Kr S-Bahn - Ahrensfelde S-Bahn 6072 B-Lichtenberg - Ahrensfelde 6078 B Wriezener Gbf - Biesdf Kr West 6528 Ahrensfelde - Wriezen 6531 Biesdf Kr West - Springpfuhl North
Course book section (DB) :	209.25 B-Lichtenberg - Werneuchen 200.7 S-Bahn0
Route length:	61.2 km
Gauge :	1435 mm ( standard gauge )
Route class :	M.C4 S-Bahn M. D4 Biesdf Kr Nord - Ahrensfelde CM4 Ahrensfelde - Werneuchen
Power system :	S-Bahn Berlin: 750 V  =
Maximum slope :	10  ‰
Minimum radius :	300 m
Top speed:	100 km / h
Legend Light rail from Friedrichstrasse Berlin Ostbahnhof 0.00 Berlin Wriezener Bf from Ostbahnhof (old) Berlin Warschauer Strasse Connection to the depot to the Ringbahn Berlin Ostkreuz Ringbahn to Frankfurt (Oder) Connection Ringbahn – Rummelsburg Berlin Nöldnerplatz from the Ringbahn 4.44 Berlin-Lichtenberg 39 m Ostbahn to the Biesdorfer Kreuz 5.69 Friedrichsfelde cemetery 6.63 Skinny cattle farm (formerly km 7.65) 7.90 Biesdorf Cross North 8.75000.00 Berlin Springpfuhl ITF to Berlin-Tegel Herzberg curve to the GAR Outer ring of goods (GAR) BAR from the Biesdorfer Kreuz 9.75000.00 Berlin Poelchaustraße 10.70 009.98 Berlin-Marzahn 54 m 11.60000.00 Berlin Raoul-Wallenberg-Strasse 12.50000.00 Berlin Mehrower Allee 14.40 013.70 Ahrensfelde 61 m State border Berlin / Brandenburg 14.72 Ahrensfelde cemetery 16.00 Ahrensfelde North 16.90 Blumberg roe cock 18.54 Blumberg (b Berlin) 78 m 23.30 Seefeld (Mark) (formerly km 23.55) 76 m 28.04 Werneuchen 78 m 32.20 Werftpfuhl (no traffic) 35.53 Tiefensee (no traffic) 94 m 36.00 (Start of the trolley route) 39.99 Leuenberg 47.79 Sternebeck (end of the trolley route) 105 m 53.01 Schulzendorf (b Bad Freienwalde) 71 m 59.00 First cabbage sausage The route is interrupted by the B 167 from Frankfurt (Oder) and from Thöringswerder 61.22 Spices 5 m to Eberswalde to Neurüdnitz

The Berlin – Wriezen line , also known as the Wriezener Bahn , is a branch line opened in Berlin and Brandenburg in 1898 . It runs from Berlin-Lichtenberg train station (until 1938: Lichtenberg-Friedrichsfelde) via Ahrensfelde , Werneuchen and Tiefensee north-east to Wriezen im Oderbruch . Together with the Wriezen - Jädickendorf railway, which was six years older than that, there was a direct rail route from Berlin via Königsberg (Neumark) to Stargard in present-day Poland until 1945 .

The starting point for the route is Berlin-Lichtenberg train station. From the beginning, individual passenger trains also ran as an extension on the Ostbahn from the more centrally located Silesian Railway Station (today: Ostbahnhof ). In 1903, the Wriezen platform to the northeast of the Silesian Railway Station went into operation. The wing station , called Wriezener Bahnhof from 1924 , was the starting point for passenger trains in the direction of Wriezen until 1949. In the early 1970s, the section between Berlin-Lichtenberg and Berlin-Marzahn was abandoned. Since then, the trains have been running over the Biesdorfer Kreuz, one kilometer to the east, on a new line built parallel to the Ostbahn eastward and the Berlin outer ring northward. In 1998 the traffic between Tiefensee and Wriezen and 2006 from Werneuchen was stopped. Since 2004 there has been a tourist trolley service from Tiefensee to the Schulzendorf district of Wriezen .

history

prehistory

Entrance building at Wriezen train station, 2015

Plans for a railway connection from Berlin to Neumark dated from the year 1863. A committee chaired by the Königsberg mayor asked the Prussian Ministry of Commerce for permission to work on a railway line Stargard  - Pyritz  - Zehden  - Freienwalde  - Berlin. The responsible minister rejected the project with reference to the unspecified raising of funds. After a renewed presentation, the minister permitted the preparatory work for the Stargard - Königsberg - Freienwalde line on August 11, 1864, with the proviso that this would not result in any entitlement to a concession. The same was refused several times after the work was completed because the ministry did not see the economic viability. The distance between Berlin and Stargard was only 0.8  miles (≈ 6.0 kilometers) shorter than via the connection that had existed since 1846. In contrast, however, there was the much less favorable route over the Barnim with steeper gradients. One suggestion for improvement aimed to lead the route via Wriezen instead of via Freienwalde, as this route had a more favorable route.

In addition to the proposal of the Königsberg Committee, to which the Oberbarnimer District Administrator Alexis von Haeseler also belonged, there were other projects of a similar nature during the founding period . Among other things, both the Berlin-Stettiner and the Breslau-Schweidnitz-Freiburg Railway Company intended to build a railway line across the Oderbruch. The Berlin-Stettiner-Eisenbahn-Gesellschaft connected Wriezen to the railway network in 1866 via a branch line from Eberswalde . In 1873 the management of the Royal Eastern Railway received the order to carry out general preparatory work for the construction of a line from Berlin via Wriezen and Pyritz to Stargard. Mention should also be made of the proposal of the mayor of Wriezen, Mahler, for a railway line from Berlin via Wriezen to Konitz , which he presented to the State Ministry in 1874. The projects came to nothing as a result of the founder crisis in the late 1870s.

Construction and commissioning

The Leuenberg train station was built at the instigation of Baron von Eckardstein (2007)

Based on the initiative of the Königsberg district administrator Bernd von Gerlach , the Prussian state parliament passed a railway loan law on April 19, 1886 to finance the Wriezen - Jädickendorf route, including the construction of a bridge over the Oder for rail and carriage traffic. The following year, the Royal Railway Directorate Berlin (KED Berlin) began preparatory work for the construction of a branch line from Lichtenberg-Friedrichsfelde to Wriezen. The project was approved by law on April 8, 1889. The Railway Loan Act provided for an investment of four million marks , of which around 433,000 marks were earmarked for the purchase of land , 313,000 marks for the procurement of steam locomotives and 106,000 for the purchase of eight passenger and two baggage cars . The chosen route in the western section deviated greatly from the line proposed in 1874. The proposal envisaged a separate Berlin terminus north of Friedrichshain and a route via Hohenschönhausen , Altlandsberg , Strausberg , Prötzel , Möglin and Bliesdorf to Wriezen as a starting point . Since this would have run too close to the Ostbahn , a route via Werneuchen was chosen instead. The starting point was the Lichtenberg-Friedrichsfelde station on the Ostbahn, the Marzahn stop , the Ahrensfelde , Blumberg and Seefeld stops , the Werneuchen station and the Tiefensee , Sternebeck and Schulzendorf stops were planned as intermediate stops . At the request of the landowner Ernst von Eckardstein-Prötzel , who ceded land free of charge for the railway construction on nine kilometers of the route and supported the project with 5,500 marks, another stop at Leuenberg between Tiefensee and Sternebeck was added to the project.

Most of the train stations along the route, like here in Blumberg, received type buildings as reception buildings (2015)

Initially, problems with the acquisition of land delayed the construction of the railway. The lord of Harnekop , General Gottlieb von Haeseler , revoked the promise made by his father in 1874 to transfer land for the construction of the railway. Instead, he wanted the route between Schulzendorf and Sternebeck to be relocated so far south that his property would not be affected. The Minister of Public Works Karl von Thielen complied with Count Haeseler's request, which resulted in the Schulzendorfer train station being built far outside the community. The Niederbarnim district was not prepared to take on the costs of acquiring the land in the district, as the district administration promised a significantly lower benefit from the railway than the more distant Oberbarnim and Königsberg / Nm districts. Interested parties from the Oberbarnim then offered the district subsidies of 25,000 marks. The city of Berlin was not prepared to relinquish the area cut through by the railway line through the Herzberge insane asylum and the urban Rieselfelder near Bürknersfelde , Falkenberg and Ahrensfelde without compensation and unencumbered. The Royal Stettin Railway Directorate (KED Stettin), which has been responsible for railway construction since 1895, had to agree to assume the costs of the intervention in the sewage fields. In addition, the Berlin city council obtained the construction of a stop at the Friedrichsfelde central cemetery . Negotiations with both administrations dragged on until 1896. In the spring of 1897, construction of the line began and was completed by September 1898.

Former reception building of Schulzendorf train station (b Bad Freienwalde) (2009)

The route was opened in two parts. On May 1, 1898, the 23.57-kilometer western section from Lichtenberg-Friedrichsfelde to Werneuchen went into operation, while KED Berlin took over the route from KED Stettin. Further construction was delayed because extensive earthworks were necessary, particularly in the area of ​​the Gamengrund near Tiefensee , in order to fill up the 50 meter high dam . The great difference in altitude between Schulzendorf ( 72  m above sea level ) and Wriezen ( 5  m above sea level ) required the route to be extended by 900 meters with the maximum gradient of 10 per thousand. In the last construction lot especially prepared glacial construction workers very hard. At the instigation of the Oberbarnimer district administrator Heinrich von Oppen , an overpass was built near Vevais , as a level crossing would have been difficult to see at the same point. A shortage of workers finally delayed the completion of the route for another two weeks, so that instead of the planned date on October 1, the route was opened on October 15. The 33.18 kilometer long eastern section from Werneuchen to Wriezen remained with KED Stettin after it was put into operation. In Wriezen, after crossing with the Eberswalde - Frankfurt (Oder) line, the track went directly to the track to Jädickendorf.

In addition to the main track, the en-route stations usually had a crossing track , a loading track and a small reception building made of red or yellow brickwork. The reception buildings each comprised a service room, two waiting rooms, toilets and tool shed. Some buildings have been supplemented with open halls for summer traffic. Werneuchen as the operational center of the route and the end point of the amplifier trains from Berlin received a second service room and a station restaurant . Head and side ramps were available for freight traffic, as well as timber handling points in Tiefensee, Sternebeck and Leuenberg. Official apartments were built for the officials on the station premises. In accordance with the requirements of the War Ministry , Werneuchen and Schulzendorf were equipped with 500-meter-long crossing tracks for military trains to meet , the other stations initially received 270-meter-long tracks.

1900 to 1920

Former platform of Berlin Wriezener Bahnhof , on the left in the background the hall of the Ostbahnhof (2006)

In the first few years after the opening of the Wriezener Bahn, there were noticeable capacity bottlenecks in the direction of Berlin on the Ostbahn into which the Wriezener Bahn flowed in Lichtenberg-Friedrichsfelde. Only a single pair of daily passenger trains of the Wriezener Bahn could continue from Lichtenberg-Friedrichsfelde towards the Schlesischer Bahnhof.

At the turn of the century, the facilities of the Eastern Railway and the Silesian Railway were extensively rebuilt. Separate pairs of tracks for the city and suburban trains were created on both lines, separated from the long-distance and freight tracks. The long-distance trains of the Eastern Railway and the trains from the direction of Strausberg ran from 1901 on the VnK line, which ran further east, and the long-distance tracks of the Silesian Railway to the Stadtbahn . The suburban trains to the Stadtbahn used the suburban tracks of the Ostbahn from Lichtenberg-Friedrichsfelde. At the same time, the freight trains ran on separate tracks to the eastern railroad freight yard, which is adjacent to the facilities of the Silesian railway station in the north and to the east of Fruchtstrasse. There was no direct connection from these tracks and thus from the Wriezener Bahn to the Stadtbahn.

The Wriezen passenger trains also used the freight tracks of the Eastern Railway after the renovation. A small wing station with a reception building and a central platform was put into operation at the southwest end of the east freight station and immediately northeast of the station hall of the Silesian station . There were two platform tracks and a locomotive transfer track, which were connected to the freight tracks of the Eastern Railway via a short connecting track. A pedestrian tunnel connected the platform with the Silesian train station. The station, which opened on October 1, 1903, was initially called Berlin Schlesischer Bahnhof (Wriezener Bahnsteig) , unofficially also called Wriezener Bahnhof . From 1924 Berlin Wriezener Bahnhof became the station's official name.

On July 15, 1903, at the instigation of the Berlin Cattle Utilization Cooperative, the Magerviehhof train station between Lichtenberg and Marzahn went into operation. The cooperative undertook to cover the costs of setting up a passenger platform and an additional Friedrichsfelde Ost stop on the Ostbahn. Until the opening of the stop on October 1, 1903, additional trains shuttled between Lichtenberg-Friedrichsfelde and Magerviehhof. Since the Friedrichsfelde Ost stop not far from the lean cattle farm was in the area of ​​application of the Berlin suburban tariff and offered frequent trips to the city center of Berlin, there was no longer any need for the shuttle trains after it went into operation.

In Lichtenberg-Friedrichsfelde, the Wriezener Bahn got its own platform in 1909 to prevent boarding with the cheaper suburban tariff tickets for city and suburban trains, which were not valid on the Wriezener Bahn trains.

In the years up to the First World War , KED Berlin carried out further expansion measures on the route. Blumberg station received entry signals in 1903 , and two years later the line's top speed was increased from 40 to 50 km / h. On December 1, 1907, the Werftpfuhl stop between Werneuchen and Tiefensee went into operation on the initiative of the manor owner Eduard Arnhold, and the Ahrensfelde Friedhof station the following year . The Werneuchen, Magerviehhof, Seefeld and Ahrensfelde train stations were also expanded between 1908 and 1910. North of the Magerviehhof train station, the Iab junction (industrial line branch) and the Tegel - Friedrichsfelde industrial line went into operation in 1908 . Since 1904 there was a junction between Krautwurst and the cement factory Krautwurst & Feise south of Wriezen .

Ahrensfelde cemetery stop (2014)

In 1904, the KED Berlin rejected an initial application for the introduction of the Berlin suburban tariff on the route to Werneuchen. In 1909 a community of interests was formed in Werneuchen and five other localities with the aim of introducing the local tariff at least on the repeater trains between Berlin and Werneuchen. The budget commission of the House of Representatives rejected the petition. At that time the electrification of Berlin's city, ring and suburban railways was imminent, the financing of which would have required a tariff increase. An extension of the on-site tariff was therefore not recommended. In 1911, the Berlin Synod Association made a further advance. The ministry pointed out that the introduction of the cheaper suburban tariff would lead to increased utilization, which would require the expansion of the single-track branch line to a double-track main line and the removal of all crossings at the same level. One of the main reasons given was that there were only a few settlements and that no major settlement activity was to be expected due to the sewage fields around Marzahn and Ahrensfelde.

On May 23, 1913, the KED Stettin applied for the route and safety-related conversion of the Berlin - Wriezen - Jädickendorf line into a main line. The renovation was to take place from 1916 to 1919. KED Berlin took up the suggestion and submitted a supplementary application to the Ministry of Public Works in order to be able to build a dam for the section Lichtenberg-Friedrichsfelde - Werneuchen . Of the 37  level crossings along the route, nine showed increasing motor traffic, including the Weißensee - Freienwalde Chaussee . A memorandum from KED Berlin put the cost of expanding the route at 6.2 million marks to Ahrensfelde Friedhof and 11.3 million marks to Werneuchen. On November 29, 1913, the responsible minister, Breitenbach , decided that the costs associated with the expansion were disproportionate to future traffic development. Repeated petitions by the city of Werneuchen prompted the Minister of Public Works to re-investigate the expansion of the suburban tariff in March 1918. The responsible government councilor Giese confirmed that the number of trips between 1912 and 1917 had increased from 777,000 to 1.5 million. However, he came to the conclusion that the increase was "due to causes that are somehow related to the war". This meant an increase in military traffic , hamster trips and the employment of the rural population in Berlin's war industry. He therefore assumed that the numbers could be expected to decline in peacetime.

Weimar Republic and Third Reich

Former loading ramp at Magerviehhof train station (2009)

With effect from April 1, 1920, the Prussian State Railroad became part of the Deutsche Reichsbahn . The railway directorates in Berlin and Stettin were converted into Reichsbahndirectors in 1922, the area of ​​management did not change with regard to the Wriezener Bahn. On October 1, 1920, the Greater Berlin Act came into force, which resulted in the incorporation of several Berlin suburbs into the capital. The Berlin city limits extended to immediately behind the Ahrensfelde train station, while the municipality of the same name remained in the Niederbarnim district . In the post-war period, demand fell in both passenger and freight transport. On July 1, 1918, the KED Berlin closed the Friedrichsfelde Friedhof stop. From April 15, 1924, Ahrensfelde Friedhof was operationally a stopping point where trains only stopped in the afternoon. From the spring of 1925, all trains stopped again. The collapse of the Habsburg Monarchy and the associated political changes resulted in a decline in the number of livestock. This in turn had an impact on the rush of passengers in the Magerviehhof station, which was closed to passenger traffic on October 5, 1924. Out of consideration for the commuters who work in the cattle yard, a pair of trains from the direction of Werneuchen / Tiefensee stopped daily at the lean cattle yard from August 1, 1925 to 1945. The Berlin terminus was named Berlin Wriezener Bahnhof on October 1, 1924 . In 1932 the superstructure between Berlin and Werneuchen was worked through as planned.

In connection with the construction of the airfield Werneuchen was built in 1936 a railway siding from the railway station in Werneuchen to the airport grounds. In 1938 the station also got a third passing track. The air base was ultimately decisive for the introduction of the suburban tariff to Werneuchen on May 15, 1938. The Lichtenberg-Friedrichsfelde train station was renamed Berlin-Lichtenberg on the same day .

The plans drawn up by the Reichsbahnbaudirektion Berlin from 1937 to redesign the railway facilities in the greater Berlin area provided for several construction measures along the Wriezener Bahn. The Wriezener Bahnhof should be closed and expanded with the Ostgüterbahnhof to a local freight station east. The section between Lichtenberg-Friedrichsfelde and Marzahn was to be interrupted and the double-track line to be expanded should instead be connected on both sides to the new outer freight ring (GAR). According to the plans, the Magerviehhof station would have continued to be served by transfer trains from Lichtenberg-Friedrichsfelde . A double-track S-Bahn line was to be built from Friedrichsfelde Ost via the Springpfuhl station on the GAR to Marzahn, between Marzahn and Werneuchen a joint operation of the S-Bahn with the rest of the traffic was planned. Long-distance traffic to and from Berlin was to be routed from Blumberg via a new line to the Szczecin Railway and on to the new northern station on the Ringbahn . A connecting curve from the new line to the GAR and thus to the planned Buchholz marshalling yard was planned for Lindenberg for through freight traffic. Of the projects mentioned, only the outer freight ring was implemented as a single track and with a partially changed route by 1941. A 0.9 kilometer long single-track connecting curve led from Marzahn south to the Springpfuhl junction station on the GAR. The curve was particularly important for troop movements from the south via the Wriezen Railway to Stettin .

Outside of Berlin, the route was largely spared from fighting until 1945. In Berlin, the section around the Silesian and Wriezen train stations and between Lichtenberg and Marzahn were particularly hard hit, as there was a military area east of the lean cattle yard. From the summer of 1943 until the end of 1944, two railway guns were stationed in the station. The station in Wriezen suffered considerable damage during the Red Army's crossing of the Oder , as did the continuation of the line to Jädickendorf. When retreating from Wriezen on April 16, 1945, the Wehrmacht destroyed the track structure in two or three places between Wriezen and Schulzendorf and between the Reichsautobahnbrücke near Blumberg and Ahrensfelde with a rail grinder . Several bomb craters made the route impassable between Ahrensfelde and Marzahn . On April 20, 1945, Soviet units reached Werneuchen, and one day later the Berlin city limits.

Post-war period and GDR

Hoarders at Wriezener Bahnhof in Berlin (around 1946)

38 1534 in front of a passenger train between Berlin-Marzahn and Magerviehhof, the Herzberg curve in the foreground (1969)

After the end of the war, the Wriezener Bahn was in the Soviet occupation zone . In many places mainline and station tracks had to be dismantled to the USSR for reparation purposes. In Marzahn, Ahrensfelde Friedhof and Seefeld, the crossing track was expanded and the Jädickendorfer line interrupted at the Oder crossing was even completely dismantled. Soviet associations nailed the Lichtenberg - Marzahn section and the Tegel - Friedrichsfelde industrial railway to broad gauge in order to be able to transport reparations from the industrial companies located there . Via the connection Ringbahn - Lichtenberg / Rummelsburg there were wide-gauge connections to Weißensee station on the Ringbahn on the one hand, and via the Rummelsburg depot to the Frankfurt Railway on the other hand and thus in the direction of the Soviet Union . On September 18, 1945, the transport department of the SMAD ordered the restoration of the standard gauge sections.

On November 25, 1945, the Reichsbahn resumed traffic between Berlin-Lichtenberg and Werneuchen with four pairs of passenger trains. The trains no longer stopped at Magerviehhof station. Allotment gardeners and hoarders in particular benefited from the connection. From May 4, 1947, the Wriezener train station in Berlin and from May 17, 1945, Tiefensee were used again. The re-commissioning to Wriezen was delayed because the reconstruction of the Oderbruchbahn had priority. Due to the flooding of the Oder in March 1947 , the repaired route sections were partially destroyed again. The head of the motor traffic office in the Oberbarnim district was looking for a private company to rehabilitate the route. The neighboring communities agreed to provide financial support for the reconstruction. The Reichsbahndirektion Greifswald , which has been responsible for the section of the route since 1945, initially rejected the project on the grounds that the Reichsbahn was responsible for the reconstruction of this strategic route, but soon let go of criticism. On August 18, 1947, the Reichsbahn resumed traffic between Werneuchen and Wriezen. On December 12, 1949, it closed the Wriezener Bahnhof in Berlin to passenger traffic and pulled the trains back to Berlin-Lichtenberg. The station name Berlin Wriezener Bahnhof was transferred to the Ostgüterbahnhof in 1950. The Silesian freight station south of the Frankfurt Railway was in turn given the name Berlin Ostgüterbahnhof .

Passenger train in Werneuchen station (1993)

Shortly after the founding of the state, the GDR leadership intended to keep tourist traffic out of West Berlin as much as possible . This required the closure of the terminal stations that can only be reached via the western half and the diversion of trains to East Berlin . The outer freight ring, dismantled in 1947, including the connecting curve Springpfuhl - Marzahn, was restored by April 1, 1950. On May 24, 1950, the northwest curve between the outer freight ring and the Wriezener Bahn went into operation. It branched off from the GAR at the Sgn junction (Springpfuhl Nord) and met the Wriezener Bahn at the Aff junction (Friedrichsfelde junction, formerly Iab). This so-called Herzberg curve enabled journeys from the northern outer freight ring to Berlin-Lichtenberg, which was a scheduled stop for long-distance trains from October 2, 1952. From the same year, the GDR introduced passport controls at the city limits to control entry and exit from the four-sector city. The summer timetable of May 18, 1952 provided for a 20-minute stay in Ahrensfelde Friedhof. The controls remained in place until December 10, 1961, even after the Wall was built.

Platform of the Seefeld (Mark) stop after relocation (2015)

Around 1953/54 the Reichsbahn interrupted the branch to the Tegel - Friedrichsfelde industrial railway at the Aff branch and served the eastern section of the line via the Berlin-Blankenburg station on the Stettiner Bahn . Around the same time, the Magerviehhof station was given up as a tariff station. The tracks, which were no longer used for cattle handling, remained in operation. From January 1, 1954, the Werftpfuhl - Wriezen section was under the control of the Berlin district. She took it over from the Rbd Greifswald , which emerged in 1945 from the Reichsbahndirektion Stettin.

At the end of the 1950s, the Reichsbahn closed the Berlin-Marzahn, Ahrensfelde and Seefeld stations for general cargo traffic . On February 10, 1966, the Ahrensfelde, Seefeld, Werftpfuhl, Tiefensee and Sternebeck train stations ceased to be used as tariff stations for wagonload traffic , Schulzendorf followed in 1969, Blumberg 1971. The Krautwurst junction went out of service by the 1960s at the latest. Sidings still existed in Berlin-Marzahn and Leuenberg. From August 1, 1968, Seefeld regained greater importance through the commissioning of a connecting railway to a Minol tank farm built in the mid-1960s . A few years later, the station itself was relocated 150 meters to the southwest and equipped with a new reception building. In 1967/68 the Deutsche Reichsbahn carried out a superstructure renovation between Berlin-Marzahn and Wriezen, the axle drive mass could be increased to 21.0 tons, which made the use of large diesel locomotives of the V 200 series (from 1970: 120 series) - especially in front of the tank car trains - made possible.

Construction of the Biesdorfer Kreuz and the S-Bahn line

The single-track Wriezener Bahn, with its steep inclines at Magerviehhof, represented an operational bottleneck, as all trains from the north of the GDR to Berlin-Lichtenberg rolled over this section. In 1957, the Reichsbahn replaced the outer ring of goods, which was also single-track, with the two-track and cheaper Berlin outer ring . Between 1965 and 1967, the Reichsbahn planned the straightening of the outer ring with the project "Springpfuhl-Wuhlheide-Eichgestell". At the same time, the connection with the Ostbahn and the Frankfurt Railway, including the Lichtenberg and Ostbahnhof stations, should be improved by building connecting curves. The Wriezener Bahn was to be shut down between Berlin-Marzahn and the Magerviehhof. The trains should in future take the route via the BAR to Berlin-Lichtenberg. The planning also provided for the construction of an S-Bahn line to Berlin-Marzahn. On August 31, 1971, the first construction stage of the Biesdorfer Kreuz went into operation. This included the new Springpfuhl train station on the Berlin outer ring and two single-track lines for freight and passenger train traffic from Springpfuhl to Marzahn. A good two weeks later, the Magerviehhof - Berlin-Marzahn section went out of service on September 14, 1971. During the construction work there was replacement rail traffic between Marzahn and Lichtenberg . The section to Magerviehhof initially remained in operation as a siding. From 1981, the transfer trips from Berlin-Lichtenberg to Magerviehhof were discontinued. After the completion of a northern connection to the Berlin Nordost train station on the outer ring, the connection to the Lichtenberg thermal power station was served from there. Further expansion work took place up to March 1980, such as the commissioning of the Bik relay interlocking (type GS II Sp 64b ) on April 1, 1978 . After completion, four long-distance railway tracks were available between the Biesdorfer Kreuz and Berlin-Lichtenberg. At the same time, Lichtenberg station was expanded by two more platforms and a new station building was built.

Platform of the Berlin Mehrower Allee stop, on the left the Wriezener Ferngleis (2014)

When the first expansion stage of the Biesdorfer Kreuz was implemented, the new Springpfuhl station already received a central platform for the later S-Bahn route. Contrary to previous press releases, the suburban trains did not stop in Springpfuhl from September 17, 1971. The lack of safety technology only made it possible to use the freight track. Only after the laying of the outer ring tracks in the crossing area with the Ostbahn in January 1975 could the construction of the S-Bahn tracks be started. During the construction period in February 1975 the decision to build the IX. Marzahn district on both sides of the Wriezener Bahn. To the east of the route, a total of 35,000 apartments for around 100,000 residents were to be completed by 1985, while the construction of an industrial park with 28,000 jobs was planned on the west side . The S-Bahn traffic should therefore be extended via Marzahn to Ahrensfelde. The first section from the Fro junction (Friedrichsfelde Ost, today Berlin Biesdorfer Kreuz S-Bahn) to Marzahn went into operation on December 30, 1976, two years before the first tenants moved into the newly built prefabricated buildings . As far as Springpfuhl, the new line ran on two tracks, from Springpfuhl to Marzahn it used the passenger track built in 1971. The suburban trains to Werneuchen ended as early as September 26, 1976 in Marzahn to relieve the Lichtenberg long-distance train station. For the second electrical mainline track, the two existing tracks had to be re-routed again, as the preparation of an S-Bahn line along the BAR to the Karower Kreuz was to be prepared. In addition, the construction of an additional Springpfuhl Nord stop was planned north of Springpfuhl. The central platform was not allowed to have any curvatures, as the clearance should be carried out by remote monitoring systems. After the platform was built, the second track east of it went into operation on December 20, 1978. The existing track in the city center and the freight track were then moved to the new route in April 1979 . The new S-Bahn station went into operation on September 28, 1979 under the name Karl-Maron-Straße .

The Ahrensfelde Nord stop went into operation in May 1983 (2015)

The construction of the 3.6 kilometer long section from Marzahn to Ahrensfelde began in 1978. The double-track S-Bahn line ran parallel to the existing track on the west side and the newly built Heinrich-Rau-Strasse on the east side (since 1992: Märkische Allee ) . The first step was the 1.7 kilometer section from Marzahn via the Bruno-Leuschner-Straße S-Bahn station (working title: Marzahn Mitte) to the Otto-Winzer-Straße S-Bahn station (working title: Marzahn Nord). The later out-of-town track went into operation together with the two S-Bahn stations on December 15, 1980 and once again benefited the construction workers in the residential area. The long-distance trains initially ended in Marzahn and ran on the later inner-city track without stopping at the two S-Bahn stations in the direction of Ahrensfelde, while the Wriezen long-distance track was being renewed at that time. From February 1, 1981, the long-distance trains ended at the downtown platform at the Otto-Winzer-Straße stop. In April 1981 the Reichsbahn completed the long-distance track from Marzahn to the south of Otto-Winzer-Straße. The inner city S-Bahn track could be used from September 1, 1981 to Bruno-Leuschner-Straße. In operational terms, there were two single-track S-Bahn lines in addition to the long-distance track (Marzahn - Bruno-Leuschner-Straße and Marzahn - Otto-Winzer-Straße). On December 30, 1982, the Reichsbahn opened the Otto-Winzer-Straße - Ahrensfelde section and began double-track operation on the entire line. The Ahrensfelde terminus was the only S-Bahn station to have a new reception building on the east side. The mechanical signal box from the opening times was replaced by a relay signal box . The facility, with a side platform for the S-Bahn and a common central platform for S-Bahn and long-distance trains, made it possible to switch between the two modes of transport at ground level. With the commissioning, the terminus of the long-distance trains also moved to Ahrensfelde. The Springpfuhl - Ahrensfelde section, which has been upgraded to the main line, will in future only be used by freight and empty passenger trains. At the request of members of the military, the Ahrensfelde Nord stop went into operation on May 29, 1983. From the station plan of Ahrensfelde and the protocols for the design of the reception building it emerged that a later extension of the S-Bahn line to Ahrensfelde Nord was planned.

The Wriezener Bahn after 1990

Turning point of the draisine route in Sternebeck station (2009)

Disused route section between Schulzendorf and Wriezen, in the background you can see the new construction of federal highway 167, which divides the railway body (2009)

The turning point in the GDR led to several changes along the route. The political change manifested itself in the renaming of numerous streets that were previously named after GDR politicians. Associated with this was a change of the station names Karl-Maron-Straße, Bruno-Leuschner-Straße and Otto-Winzer-Straße on February 1, 1992 to Poelchaustraße, Raoul-Wallenberg-Straße and Mehrower Allee. In economic terms, the change was reflected in the decline in passenger and especially freight traffic. Until the mid-1990s, the volume was reduced to the operation of a building material connection in Werneuchen. In return, Deutsche Bahn (DB), founded in 1994, extended the suburban trains, now known as regional trains, to Berlin-Lichtenberg on May 29, 1994. Outside of the S-Bahn tariff, however, the utilization was very low, especially after the interruption of the continuous connection in Tiefensee on May 31, 1997. Although in October 1997 an agreement was reached between the Brandenburg Transport Minister Meyer ( SPD ) and DB train drivers , which included the resumption of the continuous train service, the section Tiefensee - Wriezen was closed on April 19, 1998. On November 10, 1999, the Federal Railway Authority (EBA) approved the closure of the section that was completed on December 15, 1999. In 2004 the Mittenwalder Eisenbahnimmobiliengesellschaft (MEIG) acquired the section from Tiefensee (exclusively) to Sternebeck, on which a trolley line has existed since Easter 2004 . The Museumseisenbahn Sternebeck Association, founded in 1999, is planning to set up a museum on the disused section of the line. Since the route near Wriezen has been interrupted since the construction of a bypass for the federal highway 167 and regular train traffic still existed until Tiefensee, the construction of two new terminal stations outside of Tiefensee and near Vevais was planned; according to more recent reports, operations up to the former Krautwurst junction were planned intended. With the timetable change on December 10, 2006, passenger traffic between Tiefensee and Werneuchen was discontinued.

Blumberg-Rehhahn stop with departing train to Berlin-Lichtenberg (2015)

In 2004, plans began to set up a stop at the Ahrensfelde-Rehhahn industrial park. According to the original plans, the station should go into operation in December 2008. This date could not be kept because no agreement could be reached on the level of the operating costs and the station fees. The current railway law stood in the way of considering having the station operated by a private provider. Finally, after three months of construction, the halt went into operation on August 16, 2013 under the name Blumberg-Rehhahn . The cost of the transport station of 290,000  euros was borne by the state and the community, and a further 200,000 euros were invested in the forecourt with parking spaces for cars and covered bicycle parking spaces. 150 passengers per day are expected at the station. In order to further strengthen the attractiveness of the Wriezener Bahn, the Berlin Passenger Association IGEB is also campaigning for the reconstruction of the regional platform in Berlin-Marzahn and for a new stop at the Schlossparkiedlung between Blumberg and Seefeld. In 2009 the regional platform at Ahrensfelde train station was lowered from 90 centimeters to 55 centimeters. MEIG bought the section Tiefensee - Werneuchen (exclusively) in December 2012 from DB Netz , but sold it to the Regio Infra Nord-Ost in August 2015 . On January 17, 2017, the company put the route section out to tender for takeover by other railway infrastructure companies ; it has not yet been sold.

In 2018, the stations Ahrensfelde Nord, Blumberg (b Berlin), Seefeld (Mark) and Werneuchen were modernized and made barrier-free . The platforms were increased to 76 centimeters, while the existing platforms in Ahrensfelde and Blumberg-Rehhahn have a height of 55 cm. The vehicles of the Niederbarnimer Eisenbahn (NEB) of the Bombardier Talent type used on the route have an entry height of 80 centimeters; This means that barrier-free entry is possible at the modernized platforms. From July 10, 2018, the route was fully closed. During this period, the platforms were raised and the electronic interlockings Blumberg and Werneuchen were switched on, while the existing interlockings were taken out of service. Since then, it has been operated by the dispatcher Beeskow . DB Netz also had three culverts , four level crossings and a total of one and a half kilometers of track renewed. The line speed could be increased to 80 km / h by the measure. A planned changeover to train control was not implemented. On August 20, the ceremonial reopening of the route took place in the presence of Brandenburg's Infrastructure Minister Schneider . A modernization of the Ahrensfelde Friedhof stop was initially abandoned due to disagreements with the Ahrensfelde community.

Future plans and projects

As part of the regional conferences for the regional public transport plan 2018–22, the consideration was given to the allocation of passenger transport on the route from the end of 2024 on a double traction or increased frequency. As part of the investigations for the public transport concept 2030 of the Verkehrsverbund Berlin-Brandenburg (VBB), an increase in passenger journeys from 1400 (2013) to 2100 per day in 2030 was forecast. If a half-hourly service is introduced during rush hour, a further significant increase (1,600 passenger trips per day, 900 trips more than the zero case) is to be expected. In the recommendation, however, the VBB only advocates an increase in vehicle capacity. In a joint position paper, the municipality of Ahrensfelde and the city of Werneuchen have come out in favor of half-hourly intervals, which, among other things, should relieve the congested federal highway 158 .

The Brandenburg state government presented on 27 November 2018 prospect from the year 2022 between Berlin Ostkreuz and Werneuchen to want to set up a half hour. According to Infrastructure Minister Schneider, the construction of a second platform in Blumberg and possibly additional switches are required to implement the frequency increase .

There are currently no concrete plans to reactivate passenger transport on the rest of the route between Werneuchen and Wriezen. Still located, according to Benjamin Raschke Wriezen of the priority B on the list of reactivation worthy routes - the section Werneuchen VDV . In May 2019, the relevant ministry announced its intention to withdraw an application for closure of the section to Tiefensee.

On January 16, 2020, Guido Beermann , Minister for Infrastructure and State Planning of the State of Brandenburg, said that the Ministry would hold talks with DB Netz AG to include the expansion in Blumberg in the upcoming service and financing agreement for the funding period from 2020. However, commissioning before 2022 is not expected. Regarding the reactivation of the Wriezen-Tiefensee section, the minister said that a positive economic cost-benefit ratio was not to be expected due to the necessary complete new construction from Werneuchen and the expected number of passengers. The Werneuchen-Tiefensee section has only been used for occasional ferry transfers since February 1, 2013.

The procurement procedure for the so-called "Netz Ostbrandenburg" started on May 22, 2020. Among other things, services on the Wriezener Bahn (RB 25) are ordered for the period from December 15, 2024 to December 13, 2036. Battery-electric trains with capacities of 120 to 140 seats are to be used. The service and service concept provides for an hourly basic cycle between Berlin Ostkreuz and Werneuchen, which is to be expanded from Monday to Friday (except public holidays) between 6 a.m. and 8 p.m. to an approximate 30-minute cycle between Werneuchen and Berlin-Lichtenberg. Both bar groups should have a differentiated stop concept. The trains of the basic cycle are supposed to serve all stops, while the compressor capacity between Blumberg and Ahrensfelde is not supposed to stop at 30-minute intervals due to the infrastructure. The aim is for all stations to be served by all trips on the line during the course of the transport contract. The trains of the basic hourly cycle are to run in a common vehicle circulation with the RB12 line. In the evening there should be three more journeys compared to today's schedule (2020), one last journey should start at 12:40 a.m. in Ahrensfelde and arrive in Werneuchen at 00:59.

course

Course of the Wriezener Bahn in Berlin

The Wriezener Bahn started in 1903 at the Wriezener Bahnhof (until 1924 Berlin Schlesischer Bahnhof, Wriezener platform). The facility was located northeast of the Schlesisches Bahnhof (since 2000: Berlin Ostbahnhof) across the street from the Paris Commune. The line continued parallel to the suburban tracks of the Eastern Railway via Lichtenberg station to the level of today's Friedrichsfelde Ost station . The track then led further north and reached the existing line north of Springpfuhl station . Since 1971 the trains have been using the connection further east via the Biesdorfer Kreuz and the Berlin outer ring . Until the station Ahrensfelde immediately south of the Berlin state border runs east to remotely track, the double-track main line for the S-Bahn , in parallel, leading Federal Highway 158 in the wake of the Mark Brandenburg Avenue . The branch line has no other operating points as far as Ahrensfelde . As far as Leuenberg, the route profile rises to 114.2 meters above sea ​​level , and the route has hardly any special features up to this point. To the east of Tiefensee, on the other hand, extensive earthworks were necessary, as the terrain alternated between ridges and deep valleys; so the Gamengrund is crossed on an almost 50 meter high dam . In this section the route swings out more to the east and turns more strongly to the north again from Schulzendorf. On the last eight kilometers of Schulzendorf and Wriezen, the route profile drops relatively sharply from 72 meters to five meters. The route led from the south to the Wriezen station .

The section from Berlin Wriezener Bahnhof to Berlin-Lichtenberg is part of the freight track of the Eastern Railway under the VzG route number 6078 (Berlin Wriezener Bf - Küstrin-Kietz border). The section from Berlin-Lichtenberg via Biesdorfer Kreuz to Ahrensfelde bears route number 6072. The disused route section via Magerviehhof bears route number 6531 (Abzw Biesdorfer Kreuz West - Abzw Springpfuhl Nord). The Ahrensfelde - Wriezen section is numbered 6528. The S-Bahn route from the Biesdorfer Kreuz S-Bahn junction to Ahrensfelde S-Bahn has route number 6011.

traffic

passenger traffic

Regional traffic

In the opening year, five pairs of trains with a maximum of four cars ran between Lichtenberg-Friedrichsfelde and Werneuchen every day. From October 15, three pairs of trains ran between Lichtenberg-Friedrichsfelde and Königsberg (Neumark) and another pair of trains ran between Lichtenberg-Friedrichsfelde and Wriezen. A train to Koenigsberg began at the Schlesisches Bahnhof in Berlin and went to Lichtenberg-Friedrichsfelde on the Ostbahn tracks. There was also a morning train from Werneuchen to Lichtenberg-Friedrichsfelde, which drove back in the evening. From May 1, 1899, two of the Königsberg train pairs began and ended in the Schlesisches Bahnhof. From 1901 five pairs of trains were traveling between Lichtenberg-Friedrichsfelde and Wriezen, and from May 15, 1903, four pairs of trains went through to Königsberg. In the summer of 1905, the railway administration put another pair of trains between Berlin and Jädickendorf, which only stopped at the most important subway stations. The trains coming from Berlin began and ended on October 1, 1903 at the newly built Wriezener platform of the Silesian station, the later Wriezener station .

Remains of platform 3/4 in Wriezen, where Berlin trains stopped (2015)

From October 1, 1906, six pairs of trains ran between Berlin and Werneuchen, and from October 1, 1907, seven pairs of trains ran daily. From February 1, 1909, most of the trains no longer stopped at the Friedrichsfelde Friedhof stop. From May 1, 1913, a pair of cemetery trains drove daily between Berlin and Ahrensfelde Friedhof, which was reinforced by two more pairs of trains from October 1, 1913. In the spring of 1919, the KED Berlin stopped the trains. From May 1, 1909, the KED extended individual train runs that had previously ended in Werneuchen on summer Sundays to Tiefensee, and from May 1, 1914 also on weekdays. To relieve the Silesian long-distance train station, individual suburban trains in the direction of Strausberg left the Wriezen platform from May 15, 1918 . After the electrification of the city tracks, the Reichsbahn stopped these trains. Until 1937, individual trains came from the Ostbahn to Wriezener Bahnhof on Sunday evenings.

From the summer timetable of May 15, 1928, four pairs of trains ran daily between Berlin and Jädickendorf, another two to four pairs of trains between Berlin and Wriezen and another five or ten pairs of trains between Berlin and Werneuchen on weekdays. In the summer timetable of 1939, there were five pairs of trains running daily between Berlin and Jädickendorf and Königsberg, while another three pairs of trains ran between Berlin and Wriezen. Together with around 13 pairs of trains between Berlin and Werneuchen or Tiefensee, there was an almost hourly connection between Berlin and Werneuchen during the day. All trains could be used to Werneuchen at the local tariff. During the war, the Reichsbahn thinned the service between Werneuchen and Wriezen to three pairs of trains a day, two of which continued to Königsberg. On the suburban route, however, the offer remained largely constant.

After the renewed partial commissioning from Berlin-Lichtenberg to Werneuchen on November 25, 1945 initially four pairs of trains drove daily on this section. The stop at the lean cattle yard was no longer served. From May 4, 1947, the trains went back to Berlin Wriezener Bahnhof, and from May 17, 1947, two pairs of trains went back to Tiefensee. On August 18, 1947, the Deutsche Reichsbahn started continuous traffic from Berlin to Wriezen with a mixed pair of trains . In the 1947/48 winter timetable, two pairs of trains were planned from Berlin to Werneuchen, Tiefensee and Wriezen. From the summer timetable of 1949 ten pairs of trains were planned between Berlin and Werneuchen, two of which will continue to Tiefensee. The two pairs of trains going to Wriezen, however, ended in Werneuchen from the summer of 1948. On December 12, 1949, the Wriezen train station was closed to passenger traffic and the trains to Lichtenberg train station were withdrawn.

Werneuchen station with Bombardier talent from Niederbarnimer Eisenbahn (2015)

From the summer of 1956, the Wriezener trains ran through to Berlin-Lichtenberg again. The train service remained largely constant in the following years with around five pairs of trains between Berlin and Wriezen. On the Berlin - Werneuchen section, additional train pairs condensed the offer to an almost hourly service. About half of these trains went to or from Tiefensee. The 1981/82 winter timetable provided for six trains from Berlin to Werneuchen, another seven to Tiefensee and five to Wriezen. In the opposite direction, five trains were planned from Wriezen, another eight trains from Tiefensee and another six trains from Werneuchen to Berlin. The Berlin terminus was temporarily located in Marzahn from February 18, 1974 to September 28, 1975, and permanently from September 25, 1976. On February 1, 1981, the Reichsbahn withdrew the passenger trains to Berlin Otto-Winzer-Straße (since 1992: Berlin Mehrower Allee ), from December 30, 1982 the trains ended in Ahrensfelde.

With the timetable valid from May 31, 1992, the Deutsche Reichsbahn introduced the hourly service between Ahrensfelde and Werneuchen on the connection known as the R7 regional train line. Six pairs of trains drove over Werneuchen to Wriezen. From May 23, 1993 the Reichsbahn expanded the service between Werneuchen and Wriezen to eight pairs of trains, three of which were extended via Bad Freienwalde (Oder) to Angermünde . In addition, the Ahrensfelde - Berlin-Lichtenberg section went back into operation. The 1994/95 annual timetable provided for a total of seven pairs of trains between Wriezen and Werneuchen, all of which ran to Bad Freienwalde (Oder). In the following year, the line designation changed from R7 to RB25. From the 1996/97 annual timetable, Deutsche Bahn pulled the trains back to Wriezen and introduced a continuous two-hour service with nine pairs of trains on the eastern section. Due to the low utilization of the eastern section, Deutsche Bahn split the connection on May 31, 1997 into lines RB25 and RB30 with a breakpoint in Tiefensee. While the hourly service on the RB25 between Berlin-Lichtenberg and Werneuchen remained, eight pairs of trains continued to Tiefensee, where there was a connection to the RB30 and vice versa. One early and one late train each ran from Berlin-Lichtenberg to Wriezen and in the morning a train in the opposite direction. On April 19, 1998, the RB30 was finally discontinued.

From 2004, the East German Railway (ODEG) carried out passenger traffic from Berlin to Tiefensee under the line designation OE25. With the start of the 2006/2007 timetable on December 10, 2006, passenger traffic on the Werneuchen - Tiefensee section was also discontinued. With the timetable change on December 9, 2012, the line was given the old name RB25.

S-Bahn traffic

Class 481/482 railcars on the S7 in Ahrensfelde (2016)

The S-Bahn, running from December 30, 1976, ran with train group  P (radio name "Paula") during the day between Warschauer Strasse and Berlin-Marzahn every twenty minutes. From September 28, 1979, she added the train group R ("Richard") during rush hour , from 1986 all day. The train group Paula ran from December 15, 1980 to Otto-Winzer-Straße, the train group Richard from September 7, 1981 to Bruno-Leuschner-Straße (since 1992: Berlin Raoul-Wallenberg-Straße ). From December 30, 1982, both train groups ended in Ahrensfelde. On the city side, the train groups were extended to Berlin Alexanderplatz , later also Friedrichstrasse , and from 1985 onwards, another train group R _I ("Siegfried") was added during rush hour. Since June 2, 1991, the train groups have been combined in line S7. The western end of the line has been Potsdam Stadt since 1993 (since 1999: Potsdam Hbf ). In 1994 the train group designations changed from P, R and R _I to O ("Otto"), O _I ("Olaf") and O _II ("Olive").

Freight transport

With the construction of the line, it was possible to transport the agricultural and forestry income from the Oderbruch and the slopes of the Barnim to Berlin over a shorter distance. The Friedrichsfelde cattle farm, which opened in 1903, brought a further boom in cattle transport . In particular, fruit, vegetables and potatoes came to the Ostgüterbahnhof via the Wriezener Bahn, some of them were transferred at night via the urban railway to the central market hall at Alexanderplatz station . Mainly construction materials and fuels as well as fertilizers and animal feed were to be found in the entrance . The lean cattle yard, which opened in 1903, was served by separate transfer trains from Lichtenberg. The Werneuchen airfield, which opened in 1938, also received its fuel from the railways.

At the beginning of the 1960s, a pair of local goods trains ran daily on the route from Berlin-Rummelsburg Rbf to Wriezen and in the opposite direction from Wriezen to Berlin-Pankow . Between 1966 and 1971, the Reichsbahn then closed almost all railway stations for freight traffic and concentrated single wagon traffic on Werneuchen, where an agrochemical center existed. Werneuchen and Leuenberg were served from Wriezen in the 1970s. In the 1980s there were two pairs of local goods trains between Berlin Wuhlheide Rbf and Wriezen every day . The large tank farm near Seefeld, which was served from the PCK workshop in Stendell from 1968, handled two freight trains a day to Berlin-Pankow and later to Seddin . In the summer of 1991, the freight was dispatched from Werneuchen via Wriezen and Eberswalde Hbf . In the 1992/93 annual timetable, the Leuenberg, Werneuchen and Seefeld stations were served from Wriezen. The Berlin Nordost train station took over handover trips for Berlin-Marzahn .

On January 10, 1993 the Deutsche Reichsbahn stopped the freight traffic between Werneuchen and Wriezen, in the same year the rail connection to the Berlin machine tool factory in Berlin-Marzahn was dismantled. The service trips for Seefeld ended around 1996, so that Werneuchen is now the last intermediate station with goods traffic. Instead of fuel, building materials have been transported since the fall of the Wall. The wagons are delivered from Berlin northeast.

Plant machine service

74 1230 in front of a special train in Ahrensfelde (1986)

The Bahnbetriebswerke (Bw) Berlin-Lichtenberg and Wriezen were responsible for the machine service on the Wriezener Bahn . There were water stations in Werneuchen and Sternebeck, and from 1899 in Werneuchen there was also a two-hour locomotive shed for the suburban trains operating here.

The operating workshop (Bwst) Lichtenberg, as the Bw was called during the Länderbahn era , provided the locomotives for the work trains while the line was being built. In the beginning there were three coupled tender locomotives of the classes G 3 (later BR 53 ^70-71 ) and G 4 ¹ (BR 53 ⁷⁶ ). Tank locomotives of the type T 9 ² (BR 91 ^0–1 ) were initially used in passenger traffic between Lichtenberg and Werneuchen . The Bwst Wriezen participated in the formation of the train after the line was completed in October 1898. Locomotives from KED Bromberg, which belonged to one of the two Lichtenberg locomotive sheds, were also used in freight transport. The trains were operated with machines of types G 3, G 5 ¹ (BR 54 ⁰ ), G 5 ² (BR 54 ^2–3 ), G 7 ¹ (BR 55 ^0–6 ), G 7 ² (BR 55 ^7–14 ) and T 3 (BR 89 ^70-75 ) covered. Before passenger trains, tank locomotives of the types T 7 (BR 89 ⁷⁸ ), T 9 ³ (BR 91 ^3–18 ) and T 11 (BR 74 ^0–3 ), and later also T 12 (BR 74 ^4–13 ), were to be found. The Berlin-Friedrichsfelde depot also partly hauled the suburban trains.

In 1920 the Wriezen depot received two superheated steam locomotives of the G 8 ^{1 class} (BR 55 ^25-56 ). Shortly afterwards, according to another source as early as 1918, the first G 10 machines (BR 57 ^10-35 ) came. The class 57 dominated freight train service until the 1940s, before these locomotives were assigned to the Eastern Front. Locomotives of the class 56 ^2–8 and, from 1942, the standard steam locomotives of the class  50 , later the war locomotives of the class  52, were used as replacements  .

From 1923 the first tank locomotives of the type T 18 (BR 78 ^0-5 ) could be found in passenger train service, at the end of the 1930s they dominated passenger traffic on the Wriezener Bahn. In suburban traffic between Berlin and Werneuchen or Tiefensee, the 74 ^4–13 series was the main ^vehicle . The tank locomotives were preferred because there was no turntable in Werneuchen or at the Wriezen train station in Berlin . It has not been proven whether the class 24 standard locomotives stationed in Wriezen from 1928 onwards were  also used on the line. At the end of the 1930s, the Reich Ministry of Transport intended to use combustion railcars for the train route Berlin - Königsberg (Neumark). The Reichsbahndirektion Berlin rejected the project with reference to the missing vehicles and the tank systems that had yet to be built. Instead, she suggested electrifying the route using a busbar and extending the suburban tariff to Werneuchen in order to avoid changing trains in Berlin-Lichtenberg. The latter was implemented in 1938.

Three ODEG regional shuttles on the RB25 line in Berlin-Lichtenberg (2008)

After the Second World War, in addition to a few locomotives of the class 78 ^0-5, the class 74 ^{4-13 was} mainly used in passenger service. The class 52 was to be found in both passenger and freight traffic. After the nationalization of the Oderbruchbahn in the early 1950s, individual services between Wriezen and Tiefensee are said to have been performed by an 89 ⁶² with a tender . From 1959, locomotives of the class 38 ^10-40 were stationed in Wriezen for passenger train traffic ; in the following period they took over a large part of the services on the Wriezener Bahn. The series 52 machines of the Wriezen depot were increasingly found in freight train traffic, after other railway depots such as Eberswalde had previously taken on individual services. After the closure of the Wriezen depot at the end of the 1960s and the retirement of the last representatives of the class 38 locomotives of the class 62 and 65 ^{10 were to} be found for a short time , occasionally also new locomotives of the class 23 ¹⁰ (from 1970 class 35 ¹⁰ ) From 1973 the first diesel locomotives came class 110 (later class 112, from 1992: class 202) on the route. Three years later, the DR led to the wayside reversible working one. In the 1990s, the six-axle machines of the 119 series (from 1992: BR 219) took over the covering. At the same time, Deutsche Bahn also used class 628 combustion railcars . On the regional train line RB30 between Tiefensee and Wriezen, which was set up for a short time in 1997, light-combustion railcars of the 772 series were used. With the takeover of passenger transport by the East German Railway , railcars of the Stadler Regio-Shuttle RS1 (BR 650) type came onto the route. The Niederbarnimer Eisenbahn initially also used regional shuttles and Bombardier Talent (BR 643) railcars . The use of railcars of the type Pesa Link (BR 632) should take place from December 2015, in June 2016 the first railcars received their approval from the EBA.

literature

• Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . 30th year, no. 10-11 , 1983, ISSN  0722-9399 .
• Horst Regling: The Wriezener Bahn. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 .
• Gerhard Zeitz: Via the Barnim into the Oderbruch. 100 years of the Berlin - Wriezen railway line . In: Verkehrsgeschichtliche Blätter . 25th year, no. 4 , 1998, ISSN  0232-9042 .

Web links

Commons : Wriezener Bahn  - collection of images

• Axel Mauruszat: Railway lines in the state of Brandenburg. Wriezener Bahn . In: bahnstrecken.de
• Jens Dudczak, Uwe Dudczak: Railways in the Berlin area. Wriezener Bahn In: berliner-bahnen.de
• Draisinenbahnen Berlin-Brandenburg: Welcome to the Draisinenbahn Tiefensee! In: draisinenbahn.de

Individual evidence

1. ↑ Query of the course book route 209.25 at Deutsche Bahn.
2. ↑ Query of the course book route 200.7 at Deutsche Bahn.
3. ↑ until December 15, 1982 km 4.730
4. ^ ^{A b} Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . No. 10-11 , 1983, pp. 183-187 .
5. ↑ ^{a b} Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 22-31 .
6. ↑ ^{a b c d} Horst Regling: The Wriezener Bahn. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 36-40 .
7. ↑ ^{a b c} Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . No. 10-11 , 1983, pp. 189-194 .
8. ↑ ^{a b c} Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 41-51 .
9. ^ Ministry of Public Works (ed.): Berlin and his railways 1846–1896 . tape I . Verlag Ästhetik und Kommunikation, Berlin 1982, p. 223 (first edition: Julius Springer Verlag, Berlin 1896).
10. ↑ ^{a b c} Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . No. 10-11 , 1983, pp. 194-200 .
11. ↑ ^{a b c d} Bernd Kuhlmann: Berlin transport hub: Berlin-Lichtenberg . In: Verkehrsgeschichtliche Blätter . No. 5 , 2010, p. 118-129 .
12. ↑ ^{a b c d e f g h i j k l m n o} Gerhard Zeitz: About the Barnim ins or breakage. 100 years of the Berlin - Wriezen railway line . In: Verkehrsgeschichtliche Blätter . No. 4 , 1998, pp. 91-99 .
13. ↑ ^{a b} connecting tracks. In: eisenbahnfreunde.transnet-ffo.de. Culture group of the BSW. Maintaining the tradition of the Frankfurt (Oder) railway junction, accessed on July 16, 2018 . 
14. ↑ ^{a b c} Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . No. 10-11 , 1983, pp. 200-202 .
15. ↑ Jan Feustel : A cemetery with almost no graves. The Ostkirchhof Ahrensfelde and the Prussian railway . In: Verkehrsgeschichtliche Blätter . No.  6 , 2008, p. 150-154 .
16. ↑ ^{a b c} Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 52-57 .
17. ↑ ^{a b c d e f} Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . No. 10-11 , 1983, pp. 202-207 .
18. ↑ ^{a b} Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 58-64 .
19. ↑ Jens Dudczak, Uwe Dudczak: Eastern Railway. Berlin-Lichtenberg. In: berliner-bahnen.de. Retrieved June 4, 2018 . 
20. ^ ^{A b} Bernd Kuhlmann: Railway megalomania in Berlin. The plans from 1933 to 1945 and their implementation . 2nd Edition. GVE, Berlin 2008, ISBN 3-89218-093-8 , pp. 64-80 .
21. ↑ Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 73-77 .
22. ↑ ^{a b c d e} Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . No. 10-11 , 1983, pp. 207-212 .
23. ↑ Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 91-96 .
24. ↑ ^{a b c} Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 78-83 .
25. ↑ Bernd Kuhlmann: The Berlin outer ring . Kenning Verlag, Nordhorn 1997, ISBN 3-927587-65-6 , p. 14-16 .
26. ↑ Erich Preuss : The Niederbarnimer Railway . transpress, Stuttgart 2001, ISBN 3-613-71150-8 , pp. 68-83 .
27. ↑ Bernd Kuhlmann: The Berlin outer ring . Kenning Verlag, Nordhorn 1997, ISBN 3-927587-65-6 , p. 48 .
28. ↑ ^{a b c} Bernd Kuhlmann: The Berlin outer ring . Kenning Verlag, Nordhorn 1997, ISBN 3-927587-65-6 , p. 55-59 .
29. ↑ ^{a b c} Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . No. 10-11 , 1983, pp. 212-216 .
30. ↑ Bernd Kuhlmann: Springpfuhl. In: stadtschnellbahn-berlin.de. March 31, 2013, accessed July 15, 2018 . 
31. ^ Mike Straschewski: Marzahn. In: stadtschnellbahn-berlin.de. October 26, 2008, accessed July 15, 2018 . 
32. ↑ ^{a b} Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 98-100 .
33. ↑ ^{a b c d} Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . No. 10-11 , 1983, pp. 216-222 .
34. ^ Bernhard Strowitzki: S-Bahn Berlin. Story (s) for on the go . 2nd Edition. Verlag GVE, Berlin 2004, ISBN 3-89218-073-3 , p. 155-157 .
35. ↑ ^{a b c d} Horst Regling: The Wriezener Bahn. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 113-117 .
36. ↑ Setting the train route should be prevented . In: Märkische Oderzeitung . October 11, 1997.
37. ↑ List of the disused routes in Brandenburg (since 01.01.1994). (XLSX) In: eba.bund.de. Federal Railway Office , September 11, 2017, accessed on July 15, 2018 . 
38. ↑ ^{a b} News / News. In: draisinenbahn.de. Draisinenbahnen Berlin-Brandenburg, Mittenwalder Eisenbahnimmobiliengesellschaft, accessed on July 17, 2018 . 
39. ↑ Achim Bartoschek: Draisine route in Germany. In: bahntrassenradeln.de. December 28, 2015, accessed July 15, 2018 . 
40. ↑ The Wriezen Railway. In: sternebeck.de. Sternebeck museum railway, archived from the original on January 4, 2018 ; accessed on July 15, 2018 . 
41. ↑ Thomas Berger: Level crossing makes glasses shake . In: Märkische Oderzeitung . July 10, 2015 ( moz.de ).
42. ^ ^{A b} Peter Neumann: Last train to Putlitz . In: Berliner Zeitung . November 27, 2006 ( berliner-zeitung.de ).
43. ↑ Alexander Fröhlich: The train cannot be courted . In: Der Tagesspiegel . September 9, 2008 ( tagesspiegel.de ).
44. ↑ New stop “Rehhahn” on the Wriezener Bahn . In: signal . No. 5 , 2013, p. 25 .
45. ↑ ^{a b} Wriezener Bahn has to become more attractive . In: signal . No. 2 , 2017, p. 12-13 .
46. ^ Kai-Uwe Krakau: The platform is being lowered . In: Märkische Oderzeitung . July 10, 2009 ( moz.de ).
47. ^ List of railway line operators. (XLSX) In: eba.bund.de. Federal Railway Office , December 8, 2017, accessed on July 15, 2018 . 
48. ↑ Submission of railway infrastructure document infrastructure section Werneuchen – Tiefensee. (PDF) In: regioinfra.de. RegioInfra, January 17, 2017, accessed January 19, 2017 . 
49. ↑ Modernization push for small train stations (including list of measures). In: bmvi.de. Federal Ministry of Transport and Digital Infrastructure , June 16, 2016, accessed on June 17, 2016 . 
50. ^ Kai-Uwe Krakau: Modern platforms on the RB 25 . In: Märkische Oderzeitung . July 18, 2017 ( moz.de ).
51. ^ DB Netz (Ed.): Construction measures 2018 . July 10, 2018, p. 227-228 ( dbnetze.com [PDF]).
52. ↑ Migrations of new operating procedures currently being implemented and planned. (PDF; 54.1 kB) DB Netze, August 20, 2018, accessed on January 18, 2019 . 
53. ↑ Barrier-free travel on the Wriezener Bahn. In: deutschebahn.com. Deutsche Bahn, August 20, 2018, accessed on August 25, 2018 . 
54. ^ Kai-Uwe Krakau: Station will not be rebuilt . In: Märkische Oderzeitung . February 16, 2018 ( moz.de ).
55. ↑ Regional public transport plan 2018–22. Regional dialogues 2017. In: mil.brandenburg.de. Ministry of Infrastructure and Planning of the State of Brandenburg, June 16, 2017, accessed on August 19, 2017 . 
56. ↑ Thomas Dill: Public Transport Concept 2030, Angermünde Regional Dialogue. In: mil.brandenburg.de. June 16, 2017. Retrieved August 19, 2017 . 
57. ^ Felix Fischer: Position paper of the municipality of Ahrensfelde on the LNVP 2018-2022 . Ed .: Ahrensfelde community. July 3, 2017. Online (PDF) ( Memento from August 19, 2017 in the Internet Archive )
58. ↑ Press release: "Cabinet on site" as a guest in Barnim: More mobility and development opportunities for a booming district - Citizens' dialogue with Woidke in the evening in Eberswalde . Potsdam November 27, 2018 ( brandenburg.de [PDF]).
59. ↑ Landtag Brandenburg. Printed matter 6/10087 . December 7, 2018 ( brandenburg.de [PDF]).
60. ↑ Video recording of the answer to oral inquiries in the Brandenburg state parliament on December 12, 2018. In: rbb-online.de. Retrieved January 2, 2019 . 
61. ↑ The station is for sale . August 10, 2019 ( moz.de ).
62. ^ Excerpt from the minutes of the 2nd public meeting of the Committee for Infrastructure and State Planning of the Brandenburg State Parliament. Brandenburg State Parliament, February 24, 2020, accessed on June 1, 2020 . 
63. ↑ TED tenders electronic daily, Supplement to the Official Journal of the European Union, Services - 237538-2020 - SPNV services Netz Ostbrandenburg 2 (NOB2). May 22, 2020, accessed June 1, 2020 . 
64. ↑ Allocation documents for the Ostbrandenburg network - Appendix B1: Operating program (NOB_27_LB_Anl_B01_2020-05-18) and Appendix 1 to Appendix B1 - sample timetable (NOB_28_LB_Anl_B01_Anh_1_2020-05-18). VBB GmbH, May 18, 2020, accessed on June 1, 2020 . 
65. ^ DR course book summer 1939 . Table 110k. May 15, 1939 ( deutsches-kursbuch.de ).
66. ^ DR course book summer 1939 . Table 594d. May 15, 1939 ( deutsches-kursbuch.de ).
67. ^ DR course book summer 1943 . Table 123h. May 15, 1943 ( deutsches-kursbuch.de ).
68. ^ DR course book summer 1943 . Table 100d. May 15, 1943 ( deutsches-kursbuch.de ).
69. ↑ DR course book winter 1981/82 . Tables 101, June 102, 1981 ( eisenbahnwelt.com ).
70. ↑ DR course book winter 1981/82 . Table 171 June 1981 ( eisenbahnwelt.com ).
71. ↑ ^{a b} Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 118-121 .
72. ↑ Peter Neumann: In a double pack through the market . In: Berliner Zeitung . November 12, 2004 ( berliner-zeitung.de ).
73. ↑ RE remains RE - OE, NE, PE becomes RB! Uniform names in the regional rail traffic of the VBB. VBB Verkehrsverbund Berlin-Brandenburg, December 4, 2012, accessed on October 15, 2018 . 
74. ↑ Holger Prüfert: S-Bahn-Zuggruppen 2nd quarter 1991. In: kibou.de. Retrieved June 16, 2018 . 
75. ↑ Holger Prüfert: S-Bahn train groups 4th quarter 1985. In: kibou.de. Retrieved June 16, 2018 . 
76. ↑ Holger Prüfert: S-Bahn train groups 2nd quarter 1993. In: kibou.de. Retrieved June 16, 2018 . 
77. ↑ Holger Prüfert: S-Bahn train groups 2nd quarter 1994. In: kibou.de. Retrieved June 16, 2018 . 
78. ^ Laurenz Demps : The Silesian Railway Station in Berlin . transpress, Berlin 1991, ISBN 3-344-70725-6 , pp. 200-202 .
79. ↑ Andreas Wegemund: railway junction Eberswalde . VBN Verlag Bernd Neddermeyer, Berlin 2012, ISBN 978-3-941712-25-6 , p. 179-181 .
80. ↑ District Office Marzahn-Hellersdorf of Berlin (Ed.): Justification for the establishment of the development plan XXI-13 . January 2006, p. 5 ( berlin.de [PDF]).
81. ↑ ^{a b c d e} Horst Regling: The Wriezener Bahn. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 101-112 .
82. ↑ Peter Neumann: Again and again stress on the regional train line . In: Berliner Zeitung . January 24, 2006 ( berliner-zeitung.de ).
83. ↑ The new Pesa "Link" diesel multiple units for the NEB receive EBA approval for Germany. In: neb.de. Niederbarnimer Eisenbahn , June 3, 2016, accessed on July 16, 2018 . 

This article was added to the list of excellent articles in this version on September 7, 2018 .