Railway line Berlin Warschauer Straße – Königs Wusterhausen
| Berlin Warschauer Strasse - Koenigs Wusterhausen | |
|---|---|
| Route number (DB) : | 6007 |
| Course book section (DB) : | 200.45, 200.46, 200.47, 200.8, 200.85, 200.9 |
| Route length: | 28.2 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | B2 (Warschauer Str - Wildau) C4 (Wildau - Kö Wusterh) |
| Power system : | 750 V = |
| Top speed: | 100 km / h |
| Train control : |
ZBS (Warschauer Str - Treptow Park) Driving lock (Treptow Park - Kings Wusterh) |
| Dual track : | Warschauer Str - Zeuthen |
The Berlin Warschauer Straße - Königs Wusterhausen railway is an electrified , predominantly double-track main line in Berlin and the Dahme-Spreewald district of Brandenburg . Most of the route runs parallel to the Berlin - Görlitz long-distance line (Görlitzer Bahn). The core of the line went into operation from 1906–1909 between Berlin Treptower Park and Berlin-Grünau to relieve the Görlitzer Bahn from suburban traffic. Including the Südringkurve at Berlin Ostkreuz train station, which was put into operation in 1871, and the expansion in the area of the intersection with the Berlin Ringbahn , which was implemented in 1914–1921, a continuous rail line was created from the Berlin Stadtbahn to the forest and lake-rich southeast of Berlin. The city-side extension of the suburban tracks to the Görlitz train station was repeatedly considered, but was never implemented. In the years 1928/1929 the line was electrified as part of the "Great Electrification" of the city, ring and suburban railways, from which in 1930 the Berlin S-Bahn emerged . At the beginning of the 1940s, work took place to extend the route from Grünau to Königs Wusterhausen , which had to be discontinued due to the Second World War. In 1951, the Deutsche Reichsbahn expanded electrical operations to Königs Wusterhausen.
The route is linked to both the Stadtbahn and the northern and southern ring lines. Branch lines lead to Spindlersfeld and Schönefeld Airport . The middle section between Baumschulenweg and Schöneweide is used by six train groups as planned , which corresponds to an average train sequence of around three and a half minutes.
course
The route is registered under number 6007 in the directory of locally permissible speeds (VzG). The starting point is at the level of the separation of the north and south ring curve west of the removed platform A of Ostkreuz station. The feed of both ring curves branched off from the suburban tracks of the Eastern Railway at the level of the Modersohn Bridge at the former Vsr junction ; since the southern ring curve was reopened, it has also been connected to the suburban tracks of the Silesian Railway . The line rises from Vsr on an embankment to the level of the Ringbahn and crosses the tracks of the Silesian Railway. The zero kilometer is at Ostkreuz station at the level of the former platforms A and C. The tracks then touch Ostkreuz station to the south-west and, after crossing the Ostkreuz - Treptower Park S-Bahn ring track, run in the middle between the two S-Bahn ring tracks. After the ring railway bridge over the Spree , the line reaches Treptower Park station , where it is possible to switch between ring and suburban tracks . To the south of the station, the line leaves the Ringbahn and turns to the long-distance tracks of the Görlitzer Bahn, which run south and east to the suburban tracks. Both routes run parallel to the Am Treptower Park - Köpenicker Landstraße - Schnellerstraße - Michael-Brückner-Straße - Adlergestell road, just a few hundred meters apart . After the Plänterwald stop , the connecting railway from Neukölln joins the line at Baumschulenweg station . To the south of the station, the line crosses the Britz connecting canal . At the intersection with the Sterndamm , the Schöneweide train station is the operational center of the route. In Schöneweide the branch line to Spindlersfeld and the connection to the main S-Bahn workshop in Schöneweide leave, there is a transition to regional transport. South of the passenger station is a ten-track storage facility. The stop at Schöneweide depot and the stop at Adlershof follow . After crossing the Teltow Canal , the airport S-Bahn (S-Bahn) in the direction of Schönefeld passes through the Grünauer Kreuz before the suburban line leaves the Grünau station . The Grünau workshop is connected to the station . After Grünau, the route turns more towards the south and passes the Berlin city limits immediately north of the Eichwalde stop . Behind the following Zeuthen train station , the line is only single-track with Wildau as the only intermediate station . The Görlitzer Bahn initially crosses the Notte Canal in the northern end of the Königs Wusterhausen terminus . The branch line Grunow - Königs Wusterhausen comes from the east . The remote track Gorlitzer the web is connected thereto via a S-rail track crossing points road connected. Behind it, the suburban line ends butt at platform track 2 of middle platform B. North of the canal bridge is a double-track parking facility that is only accessible from the south.
history
The route can be roughly divided into four construction phases. The northernmost section is the Südringkurve from Warschauer Straße to Treptower Park, opened in 1871 and moved to its current location in 1882. This is followed by the connecting curve built in 1896 from Treptower Park to the former exhibition station at the Görlitzer Bahn at Bulgarische Strasse . The central section, the suburban line to Grünau, went into operation from 1906 to 1909. The youngest section from Grünau to Königs Wusterhausen was opened in 1951.
Beginnings (1866-1900)
The route Berlin Görlitzer Bf - Görlitz of the Berlin-Görlitzer Eisenbahn-Gesellschaft went into operation on December 31, 1866 for regular traffic between Berlin and Kottbus . The first stops on the way were in Grünau and Königs Wusterhausen . The Neuer Krug stop was added in June 1868, the Adlershof stop in June 1874 and the Baumschulenweg stop in 1889.
The eastern ring line between Moabit and Schöneberg went into operation for freight traffic on July 17, 1871 . The Ringbahn crossed the Görlitzer Bahn south of Treptow . The so-called Inner Ringbahn connection Görlitzer Bahnhof - Rixdorf went into operation between the two lines at the same time . At the intersection of the Ringbahn with the Silesian Railway and Ostbahn there were also inner connecting curves to the Frankfurt train station (south curve) and east train station (north curve). From January 1, 1872, passenger trains ran on the Ringbahn. To the south of the Vn junction, where the connecting curve to the Lower Silesian-Märkische Bahn branched off from the Ringbahn, was the Stralau station, known as the Lower Silesian-Märkischer Anschluss until April 1872 , from where connecting trains ran from the Ringbahn to Frankfurt station . On February 1, 1875, the Treptow ring railway station between Görlitzer Bahn and Oberspree went into operation.
During the construction of the Berlin Stadtbahn , the Lower Silesian-Märkische Bahn, Ostbahn and the circular railway connections underwent major renovations. While the northern pair of tracks ("Stadtgleise") was reserved for local traffic, the southern pair of tracks ("Ferngleise") served suburban and long-distance traffic. In the Silesian Railway Station, the long-distance tracks led to the Lower Silesian-Märkische Bahn, which had a track connection to the Eastern Railway to the east of the circular railway crossing. On the Eastern Railway west of this connection only goods traffic took place. The city tracks were laid between the Ostbahn and the Lower Silesian-Märkischer Bahn, and these were connected to the circular railway via two double-track connecting curves. The new ring rail connections were located on the embankment and replaced the connecting curves from 1871. They were probably initially single-tracked from mid-1880, while the old curves were taken out of service. With the opening of the Stadtbahn for local traffic on February 7, 1882, the Stralau-Rummelsburg station went into operation at the junction of the north and south ring bends. Stralau station was closed at the same time.
On October 1, 1885, the outer Görlitz connection for goods traffic went into operation near Treptow. The single-track connecting curve left the Görlitzer Bahn at the Vtw junction and merged with the Ringbahn south of Treptow at the Vga junction. From November 6, 1885, passenger trains also ran the curve between the Görlitzer Bahn and Stadtbahn. In 1888 Treptow received a new station building and a central platform instead of the previous two side platforms. With the law of May 10, 1890, the Prussian state approved 6.1 million marks for the further expansion of the railway facilities in the Treptow area. The four-track expansion of the ring line was planned for the separate handling of passenger and freight traffic between Stralau-Rummelsburg and Treptow and the construction of a second outer ring line connection for the passenger trains between Vga and Vtw. In the run-up to the trade exhibition in Treptower Park planned for 1896, the Royal Railway Directorate Berlin (KED Berlin) added to the plans to build a second platform in Treptow and an exhibition station on the Görlitzer Bahn with eight platform tracks. The inner tracks were intended for through traffic on the Görlitzer Bahn, the outer tracks were intended as head tracks for the special trains from the Görlitzer Bahnhof and the Stadtbahn. At the same time, the platforms at the two ring bends in the Stralau-Rummelsburg station were renewed and provided with rail-free access.
The systems were able to go into operation in time for the trade exhibition. The new platform B in Treptow was located on the freight tracks of the Ringbahn and was only used by the Ringbahn trains for the duration of the exhibition. Platform A was reserved for trains between the Stadtbahn and Görlitzer Bahn. The ring passenger trains were able to switch between the passenger and freight tracks of the ring railway via level changes of track at the junctions Vga and Slb (separation of the Ringbahn / Südringkurve). After the end of the exhibition, traffic was mainly handled via platform A, while platform B was only approached on Sundays during the summer schedule. Before the turn of the century, the railway stations of Eichwalde-Schmöckwitz (1898), Zeuthen (1897) and Wildau (1899) went into operation south of Grünau . Some of the stations replaced older stops in the same place.
Construction of the suburban track pair Treptow - Grünau (1900–1910)
The suburban traffic on the Görlitzer Bahn had increased sharply at the turn of the century. In 1884 80 pairs of trains were still on the move, in 1904 there were 206 pairs of trains every Sunday. Since 1891, the Berlin suburban tariff also applied on the route to Königs Wusterhausen. Particularly in the Sunday excursion traffic, individual subway stations recorded above-average numbers of passengers. The number of passengers in Grünau on Whit Monday 1904 was 82,000, which is more than 18 times that of the average for the same year (≈ 4400 / day). Since the previous double-track line had reached its limit with the number of trains, KED Berlin decided to add a separate pair of suburban tracks as an extension of the connecting line to the exhibition station. The construction of the Teltow Canal , which took place at the same time, proved to be an advantage , with the excavation of which the route could be raised and level crossings removed. The first construction phase stretched from the Ringbahn to Adlershof-Altglienicke and also included the construction of the Schöneweide marshalling yard and the double-track expansion of the Neukölln - Baumschulenweg connecting line. Construction work began on September 1, 1902. Further expansion stages included the extension of the suburban tracks to Grünau, the construction of a second passenger track between Rixdorf and Baumschulenweg, and the construction of another suburban track between Niederschöneweide-Johannisthal and Görlitz station.
The pair of suburban tracks ran on the northeast side of the long-distance tracks and, with a few exceptions, was mostly flat. At 3.4 km the pair of tracks sank to enable the transfer of a later suburban track to the Görlitz train station. At kilometer 4.6 north of Baumschulenweg, the Treptow - Baumschulenweg track rose for the underpass of the Rixdorf - Baumschulenweg passenger track. Both ramps had slopes of 10 per thousand. To the south of Niederschöneweide-Johannisthal, the tracks were pulled apart and a large parking area was built in the area in between. Both pairs of tracks joined at kilometer 10.2 in the north head of the Adlershof-Altglienicke station. After crossing the Teltow Canal, the pair of tracks lowered to plan level. The local freight stations in Niederschöneweide and Adlershof, which were located northeast of the line, were connected to the Niederschöneweide marshalling yard at the same level, the feeder tracks each crossed under the main tracks of the line. The branch line to Spindlersfeld, which was opened for suburban traffic in 1892, was connected to both pairs of tracks.
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As a first step, the Niederschöneweide-Johannisthal marshalling yard had to be built at a new location in order to create construction space for the expansion of the passenger station. From the end of 1903, the freight trains on the Kottbus - Berlin route could be shunted in the new marshalling yard. Subsequently, parts of the old freight station were dismantled and the dam for the pair of long-distance tracks was raised. On April 1, 1905, the marshalling yard and the long-distance platform could go into operation. The pair of suburban tracks between the Ringbahn and Adlershof-Altglienicke was completed in about two months and was used from September 15, 1905. The full expansion was completed five months before the deadline of May 1, 1906.
The construction work was the responsibility of the companies Sager & Woerner and Philipp Holzmann , who were contractually entrusted with the dredging of the Teltow Canal. A total of over two million cubic meters of earth was moved. The cost of acquiring the land was 2.5 million marks, and building construction was 8.5 million marks. 1.4 million marks of this went to earthworks, 2.5 million marks to engineering structures, 0.9 million marks to building structures, 2.3 million marks to the superstructure, 0.45 million marks to signal boxes.
The suburban track pair only used the suburban trains coming from the Ringbahn. Suburban trains from the Görlitz station had to continue to run over the long-distance tracks, which required the construction of additional central platforms on the long-distance tracks. For the construction of the additional pair of suburban tracks between Görlitzer Bahnhof and Niederschöneweide-Johannisthal, these were to be used and a new pair of long-distance tracks to be built southwest of it. According to the plans, the pair of tracks should run from Niederschöneweide-Johannisthal in the direction of operation with the existing pair of suburban tracks in the direction of Baumschulenweg. At the level of the Dammweg , the pair of suburban tracks in Görlitz was to cross the existing suburban tracks and the pair of long-distance tracks and switch to the south-western side. In the area of the Berlin Görlitzer Bf depot, the construction of an independent suburban station was planned. In Niederschöneweide-Johannisthal the construction of a third suburban platform was planned on the east side. Various preliminary construction work reminded of the never realized project.
On September 29, 1908, the long-distance tracks and on May 1, the suburban tracks between Adlershof-Altglienicke and Grünau went into operation. For the embankment, earth was taken from the nearby Falkenberg in this section . In Grünau, a depot with a rectangular shed was built following the suburban line, which went into operation on April 1, 1910. The double-track Rixdorf - Baumschulenweg line was opened for passenger traffic on July 1, 1910. The continuation of the suburban tracks to Königs Wusterhausen was in the planning stage in 1912, but was not implemented.
Six-track expansion Stralau-Rummelsburg - Treptow and electrification (1910–1945)
On the Stralau-Rummelsburg - Treptow section, 12 pairs of passenger trains ran every hour between the Stadtbahn and Görlitzer Bahn, two pairs of passenger trains between the Nordring and Görlitzer Bahn and six pairs of passenger trains on the Vollring. In order for KED Berlin to be able to increase the number of trains on the heavily used Stralau-Rummelsburg - Neukölln ring line, the trains on the Stadtbahn - Görlitzer Bahn route should be operationally separated from the ring line. As a first measure, a draft of the KED Berlin envisaged the removal of the level extension of the connection Vga - Vtw and the level-free relocation of the suburban tracks between the ring passenger tracks so that both platforms could be approached in one direction . The pair of freight tracks was moved to the east. Both pairs of passenger tracks united north of the Treptow train station, so that one pair of tracks each led across the Spree for passenger and freight traffic. By 1911, the extension of the south ring curve at the Slb junction had been rebuilt to be level. The connecting tracks between the passenger and freight tracks of the Ringbahn were to be relocated to the south between Stralauer Allee and Spree. On April 1, 1914, the preparatory work for the expansion of the Spree bridge began. The already completed superstructure had to be handed over for war purposes by order of the Military Railway Directorate V and was built near Vilna . After the war ended, the Berlin Railway Directorate resumed work. The new pair of tracks went into operation when the timetable changed on October 24, 1921.
On November 6, 1928, the Deutsche Reichsbahn started electrical operations on the routes (Südring -) Baumschulenweg - Grünau and (Südring -) Treptow - Südringkurve - Warschauer Straße. Until January 4, 1929, the multiple units ran on these connections in mixed traffic with steam trains. The train routes Grünau / Spindlersfeld - Schöneweide - Treptow (- Nordring) ran electrically from February 1, 1929, there was still mixed traffic until March 20, 1929. At the same time, the Reichsbahn adapted the travel times to fully electric operation. By increasing the line speed from 70 km / h to 75 km / h on January 15, 1930, further travel time savings were achieved. Electrification has reduced travel times between Schlesisches Bahnhof and Grünau by more than a quarter from 33 to 24 minutes. The expansion of electrical operations from Grünau to Königs Wusterhausen was already being considered at that time.
Along with the electrification, the platforms had to be increased from 76 to 96 centimeters. The Grünau depot was converted for electrical operation. In Niederschöneweide Johannisthal 1927 went Reichsbahn repair shop Berlin beautiful pasture as the main workshop for electric trains in operation, for the employees of the plant in 1927 the same year went on 17 November operating Schöneweide in operation. To ensure the power supply, the Reichsbahn architect Richard Brademann built two substations in Treptow and Niederschöneweide. On December 1, 1930, the Reichsbahn introduced the term " S-Bahn " for city, ring and suburban trains .
The National Socialists' redesign plans for Berlin to become the world capital Germania envisaged several extensions in the area of the Görlitzer Bahn. The plan was to expand the S-Bahn service on separate tracks from Grünau to Königs Wusterhausen and to build a partially underground S-Bahn line from Baumschulenweg via Görlitzer Bahnhof to Anhalter Bahnhof, with the previous steam service to Görlitzer Bahnhof being abandoned. The construction of a four-track stop with two central platforms was planned on Dammweg. The new outer freight ring was supposed to cross the Görlitzer Bahn between Adlershof and Grünau ; the construction of a tower station was planned here. The GAR went into operation in 1941 in a simplified form and as a single track. The construction of the S-Bahn line to Königs Wusterhausen took place from the 1930s until the Second World War . According to contemporary witness reports, the third and fourth tracks have already been laid between Grünau and Eichwalde. The Ostkreuz south ring curve was no longer passable after air raids in spring 1945, the north ring curve had been since autumn 1942.
Post-war period and extension to Königs Wusterhausen (1945–1961)
The first S-Bahn trains ran after the end of the war from June 8, 1945 between Grünau or Spindlersfeld and Hermannstrasse on the Südring. At the same time, the Schöneweide depot was opened to general passenger traffic. From February 15, 1946, the connection from Baumschulenweg to Treptower Park was open to traffic again, and from August 22, 1946 the section Treptower Park - junction Vsr over the Südringkurve. The ring tracks between Treptower Park and Ostkreuz and a superstructure of the Spreebrücke were already accessible from November 15, 1945. In June 1945, the Soviet occupying forces ordered the dismantling of a line on the long-distance railway. Since the line served as the so-called bypass route II of the Anhalter and Dresdener Bahn , which ran from the south to Berlin, at the end of the 1940s, longer sections between Berlin and Königs Wusterhausen were rebuilt on two tracks by 1949. In order to be able to close the Görlitz station in the American sector , the Reichsbahn intended to expand the S-Bahn traffic to Königs Wusterhausen and to discontinue the steam-powered S-Bahn trains. The first work on this began in the same year.
A major impetus for electrification came from the determination of the Wildau locomotive construction as a priority operation for the five-year plan and the planned increase in the workforce to 7,000 employees. The S-Bahn should take over the transport of these workers. The design provided for two single-track routes for separate long-distance and S-Bahn operations, as the cycle timetable with this variant was less prone to disruption. Since the bypass route II could no longer meet the requirements for both the two-track joint operation and the single-track long-distance railway operation, an alternative route had to be established in advance. The construction of the southern outer ring therefore began on November 1, 1950 . For the expansion of the S-Bahn service along the Königs Wusterhausen –Grünau track , 850 meter long crossing and passing tracks had to be built for long-distance traffic in the Eichwalde , Zeuthen and Wildau stations and the passenger tunnels in Eichwalde and Zeuthen extended accordingly. In Zeuthen it was also necessary to build a substation with 3600 kilowatts of power and a siding, in Königs Wusterhausen the construction of a siding and crossing track and the electrification of two platform tracks. The platforms had to be increased from 76 to 96 centimeters. On May 29, 1951, the Zeuthen substation and the newly built signal boxes along the route began operation, the steam-powered suburban trains ran on the "new" S-Bahn track on that day. S-Bahn operations began on April 30, 1951, and at the same time the Reichsbahn stopped passenger services to the Görlitz station. The official opening took place during a ceremony on May 1st in the presence of the Minister for Transport of the GDR Reingruber .
In the further course of 1951, the work concentrated on the completion of the southern outer ring and its connection with the Görlitzer Bahn at Grünauer Kreuz . At Grünau station immediately south of the cross, the long-distance tracks were moved to the west and the previous long-distance platform B was connected to the S-Bahn tracks. In future, the platforms were approached in one direction. With the law of May 26, 1952, residents of West Berlin were forbidden from entering the GDR; the transition to East Berlin was still permitted. The Eichwalde S-Bahn station thus became a checkpoint, and travelers to Berlin from the surrounding area were also checked. The controls took place during the stay on the platform, which was scheduled to last six minutes.
On June 3, 1956, the Plänterwald stop north of Dammweg went into operation. The S-Bahn station is at the height of the previously planned extension of a second suburban line to the Görlitz station. Since the embankment was wider at this point, a central platform could be implemented. The reception building in contemporary style was completed the following year.
Without connection to the Südring (1961–1993)
In spring 1961 announced the double-track expansion between Grünau and Zeuthen for the coming year. The construction of the wall in August 1961 and the favored construction of the S-Bahn line from Grünauer Kreuz to Schönefeld Airport dropped the project. The airport S-Bahn went into operation on February 26, 1962. During the construction period, extensive work was required in the area of the Grünauer Kreuz, which also included preliminary work for further S-Bahn routes to the northern Berlin outer ring from Grünau and Altglienicke . In the Grünauer Kreuz a temporary substation went into operation, which later gave way to a larger building.
On April 12, 1966, the Reichsbahn shut down platform C at Ostkreuz station. In the same year, the DR introduced one-man operation (EMB) on the route. In 1970 she renewed the S-Bahn track Grünau - Königs Wusterhausen and reduced travel times after the measure was completed. In the spring of 1973, the preparatory work for the double-track expansion began with the swiveling of the mainline railway track into its final position. From 1978 there was construction clearance for the second S-Bahn track. On December 17, 1979 it went into operation between Grünau and Eichwalde, and then on August 29, 1980 between Eichwalde and Zeuthen. The double-track expansion to Königs Wusterhausen was not carried out. In Wildau, a strip of land from Schwermaschinenbau Wildau had to be used for the long-distance tracks; the western edge of the central platform has since been without a track. The double-track expansion of the mainline line, which was carried out in parallel, was a preparatory measure for the electrification of the line with AC voltage . For this, the long-distance and S-Bahn tracks had to be galvanically separated . New substations went into operation in Königs Wusterhausen and Baumschulenweg . The latter replaced a mobile substation from the 1960s, which stood on the Neukölln S-Bahn track, which had not been used since 1961. Since it could no longer be moved, it was dismantled on the spot. Since November 15, 1989, the access to the port railway in Königs Wusterhausen has also been electrified, the S-Bahn track is crossed in the north head.
Refurbishment after reunification (from 1993)
After the fall of the Berlin Wall in November 1989, the first concrete plans began in 1990, including the connection of the Görlitz suburban tracks with the Südring. Since the crossroads with the Görlitzer Bahn south of Treptower Park underwent major changes in the mid-1980s, the priority was to reopen the Neukölln - Baumschulenweg connecting line . If a shuttle service was initially planned between Neukölln and Baumschulenweg, the plans were quickly changed in favor of a permanent link with the Südring. On December 17, 1993, the line was reopened. The direct connection to the Ringbahn in Treptower Park went into operation on December 18, 1997. The recommissioning of both routes was a prerequisite for the route renovation between Treptower Park and Baumschulenweg in 1999. The work that began on the timetable change in May 1999 was originally only supposed to last until October 1999, but was, among other things, due to the collapse of a part of the bridge over the street Am Treptower Park to delayed to December 20, 1999.
The section between Baumschulenweg and Grünauer Kreuz began on July 12, 2006. The work included the renovation of 69.7 km of track systems and the associated conductor rails , the construction of 1.5 km of track, the renewal of the interlocking systems with electronic interlockings , the renewal of six substations and the renovation or replacement of seven overpasses. By 2011, the bridges over Baumschulenstrasse , Rixdorfer Strasse , Rudower Chaussee and the Britzer connecting canal and Teltow canal were renewed. The Baumschulenweg and Adlershof train stations have been comprehensively modernized, made barrier-free and their location slightly changed. Wildau station received a second platform track by early 2014. In Schöneweide station, the previous route of the tram through the Sterndamm underpass is to be abandoned and replaced by a new tunnel to be built at the northwest end of the platforms. Main work began in December 2018 and is expected to be completed by December 2022.
The Südringkurve was taken out of service on 28th 2009 during the modernization work at Ostkreuz station and the old platform A was removed. The existing bridges were dismantled by December 2010 and then the new south ring curve was built in a different location from the beginning of 2015. Since directional operation will take place between Ostkreuz and Ostbahnhof in the future , the new circular railway curve connects to both the Ostbahnhof (direction Ostbahnhof) and the Frankfurt Railway (direction Treptower Park). The new curve went back into operation with the timetable change on December 10, 2017.
- Route renovation 2006–2017
Baumschulenweg (2008)
Britzer connection channel (2011)
Adlershof (2012)
Südringkurve (2015)
Wildau (2018)
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Control and safety technology
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As one of the first signal boxes in the Berlin area, a "switch signal station" went into operation in the fall of 1874 at the level of the branching out of the southern ring curve from the Lower Silesian-Märkische Bahn. The mechanical signal box built by Siemens & Halske according to the Frischen system was manned by a switch attendant who carried out the commands of the “station inspector” at the Lower Silesian-Märkische station.
The Treptow - Grünau section was equipped with signal boxes for train traffic from the start, so that there was signal dependency between the individual route elements . The individual train heading sections were equipped with field blocks , between the signal boxes Nwt and Sot of the Niederschöneweide-Johannisthal station there was mutual dependency across the station block . To increase the line capacity, two block points were set up between the Vtw junction and Baumschulenweg and another block point between Baumschulenweg and Niederschöneweide-Johannisthal. Signal box Sot was designed as an electromechanical signal box , the other towers were mechanical signal boxes . In the 1920s, among other things, the signal box Tst (most recently Tw) in Treptow was renewed.
In 1939, the Treptower Park - Schöneweide section was equipped with Sv signals and an automatic route block AB 37 and the Vtw and Bk 5 block points for the suburban route were closed. The former block stations I and III were no longer available at this point in time. At around the same time, the south ring curve from Treptower Park to the Vrs junction was also equipped with an automatic section block. Equipping the section from Schöneweide to Grünau was also planned, but could not be implemented because of the Second World War . At this time at the latest, the main signals were fitted with travel blocks.
For the expansion of the S-Bahn service to Königs Wusterhausen, the Görlitzer Bahn was operationally converted from a double-track to two single-track lines. This required a major reconstruction of the signaling systems. On April 25, 1951, the Deutsche Reichsbahn put two electromechanical signal boxes each in Eichwalde (Ewb and Eww) and Zeuthen (Znb and Znw) into operation. On April 29, 1951, the Wib signal boxes in Wildau and Kwm in Königs Wusterhausen went into operation. They were the first track diagram signal boxes of the Deutsche Reichsbahn ( design 0 ) in the area of the GDR. At the same time, the Grünau signal boxes Gab and Gaw were converted to single-track operation. The signaling was carried out with H / V light signals .
The S-Bahn line initially remained largely unaffected by the construction of the Grünau Cross , in particular the signal box at the Kanne junction between Adlershof and Grünau had to be demolished and rebuilt due to the lack of profile freedom ; it went back into operation in 1952 as the W20 signal box at Berlin-Grünau station . After the long-distance railway section was taken over by the Grk signal box at Grünauer Kreuz from 1955, the signal box was still in operation for the S-Bahn until 1963. As a result of the commissioning of the airport S-Bahn to Schönefeld Airport , the Reichsbahn put another track diagram signal box at Grünauer Kreuz into operation in 1963, now for the S-Bahn routes. The W20 signal box was thus dispensable. The light signals operated by the signal box Grk-S (type GS II DR ) initially still showed the H / V signal patterns, but were the first in the Berlin S-Bahn network to be converted to the Hl signal system . The adjacent route sections are equipped with an automated relay block.
At the end of the 1970s, the Deutsche Reichsbahn tested a variant of the AB 70 automatic block between Grünau and Eichwalde that had been modified for S-Bahn operations. The step had become necessary because the advancing electrification of long-distance railways reached Berlin. The 50 Hz track circuits could have been influenced to an inadmissible degree by the overhead lines fed with 15 kV 16⅔ Hz alternating current. The newly developed AB 70S, on the other hand, used 42 Hz track circuits. From September 5, 1976, the systems initially ran parallel to the existing signal systems, the newly installed HI signals remained covered. On May 6, 1977, the automatic block went into operation on the still single-track line. After the commissioning of the second track (track Grünau - Eichwalde) on December 17, 1979, the automatic block was initially only effective on the existing track (track Eichwalde - Grünau). Until May 31, 1980, the block signals were moved on this track. The block went into operation on November 30, 1980 on the second track. From May to September 1984 the Reichsbahn put further sections into operation (see table). In contrast to the AB 37, the AB 70S also enabled left-hand driving with signal Zs 7 .
| section | Control track | Opposite track |
|---|---|---|
| Abzw Vsr - Treptower Park | Sep 20 1984 | 19 Sep 1984 |
| Treptower Park - Plänterwald | Aug 30, 1984 | 29 Aug 1984 |
| Plänterwald - Baumschulenweg | June 27, 1984 | June 26, 1984 |
| Baumschulenweg - Schöneweide | May 24, 1984 | May 26, 1984 |
| Grünau - Eichwalde (single track) | May 6, 1977 | |
| Grünau - Eichwalde | Nov. 30, 1980 | Dec 17, 1979 |
At the end of November 1986, the Reichsbahn put the Wrs relay interlocking (type GS II Sp 64b ) at the Warschauer Strasse S-Bahn station into operation and, among other things, shut down the Vrs interlocking in this context, which was demolished shortly afterwards to clear another track. The control area extended to the Südringkurve, from there to Treptower Park the Okn-S signal box was responsible. In connection with the restart of the Neukölln - Baumschulenweg connecting line in December 1993, a GS III Sp 8030 relay interlocking went into operation in the Bsw signal box tower in Baumschulenweg . The old electromechanical signal box was still there in 1982, but was probably shut down when the AB 70S was switched to.
In 2005, the first electronic interlockings (ESTW) began to be activated along the route. In 2005, the BGAS signal box for the Grünau and Königs Wusterhausen stations went into operation, and was extended in March 2009 to include the Eichwalde - Zeuthen - Wildau section in between. As part of the renovation work at Ostkreuz, the Wrs signal box was taken out of service at the beginning of 2012 and the Okn-S signal boxes in Ostkreuz and Tw in Treptower Park were replaced by the BFA electronic signal box. The electronic signal box BOK went into operation in the summer of 2017 for the section Warschauer Straße - Ostkreuz and the extension of the Südringkurve. The Südringkurve was equipped with the train control system S-Bahn Berlin (ZBS). As part of the renovation work that will start in 2006, the connection of further electronic control units is planned for the central section. The commissioning of the ESTW Schöneweide is planned for 2025 at the earliest. During this period, the remaining sections of the route will also be equipped with ZBS.
traffic
passenger traffic
Steam-powered suburban traffic
On January 1, 1872, the Lower Silesian-Märkische Eisenbahn started a modest passenger service on the new connecting line - the later ring line. The trains initially ran twice a day, and from May 15, 1873, eight pairs of trains were already running at intervals of around two hours. Shuttle trains ran between Stralau and Frankfurt train station, following the circular train. The first beginnings of suburban traffic on the Görlitzer Bahn came at the end of the 1860s with the establishment of the Neuer Krug stop. With the establishment of further stops, the excursion traffic continued to increase. From the summer of 1878, the BGE used so-called omnibus trains, consisting of a box locomotive and up to four, sometimes double-decker, passenger cars. The suburban trains ran between Grünau or Königs Wusterhausen and the Görlitzer Bahnhof in Berlin, and from November 6, 1885 also to the Berlin Stadtbahn. The train sequence was initially three hours and was gradually shortened to one hour. The long-distance trains of the Görlitzer Bahn also took the route to the Stadtbahn between 1885 and 1896.
The 1895 summer timetable provided for up to 49 pairs of trains between the Vtw junction and Niederschöneweide-Johannisthal on weekdays, over half of which (30 pairs of trains) went to and from the Stadtbahn. 34 pairs of trains, including one pair of workers, and 15 pairs of trains between Grünau and Königs Wusterhausen were planned between Niederschöneweide-Johannisthal and Grünau. Another 43nbsp; pairs of trains drove over the Südringkurve between Stadtbahn and Südring. Up to 32 pairs of trains between the Stadtbahn and 87 pairs of trains between the Görlitz station and the exhibition station were planned as additional services for the duration of the Berlin trade exhibition . From May 1, 1900, the city ring trains drove every half hour over the Südringkurve.
The route was particularly popular for excursions. The 1904 summer timetable provided for 92 trains on weekdays and 206 trains on Sundays in each direction on the route. 84 trains left Görlitzer Bahnhof, 122 trains went to and from the Stadtbahn. While the trains coming from the Görlitz station ended on schedule in Grünau and partly ran through to Königs Wusterhausen, 76 trains coming from the Stadtbahn ended in Niederschöneweide-Johannisthal. Before electrification, 22 pairs of trains were planned between the Südring and Grünau, 18 pairs of trains between the Nordring and Niederschöneweide-Johannisthal, 40 pairs of trains between the Stadtbahn and Spindlersfeld and 71 pairs of trains between the Stadtbahn and Grünau. There were also 43 pairs of suburban trains on the Görlitz long-distance tracks.
Electric suburban train
1928-1961
After the electrification of the suburban tracks, the old timetables initially remained valid. With the start of fully electric operation to Spandau West , the travel times could be adapted to the new maximum speed of 70 km / h. The travel time between the Silesian train station and Grünau was reduced from 33 to 24 minutes. On January 15, 1930, the Reichsbahn adjusted the travel times again after increasing the maximum speed to 75 km / h. The 1932 timetable provided for several train groups on the route . In addition to the main train group H, which ran every ten minutes throughout the day, these were train groups F ( Friedrichshagen - Stadtbahn - Nordring - Spindlersfeld ) and G ( Mahlsdorf - Stadtbahn - Südring - Grünau), each half hourly, on weekdays. On Sundays the train group D I drove in their place . If necessary, different or additional train groups could be inserted. Due to the increased demand in excursion traffic, these train groups were usually used three times an hour. A reserve train for the train groups on the Stadtbahn and Ringbahn was stationed at Grünau station. The steam trains between Görlitz station Königs Wusterhausen were mainly reduced to the connection Grünau - Königs Wusterhausen after the electrification of the suburban tracks. The summer timetable of 1939 shows a similar occupancy for the route.
| KBS | Train group |
VT | Trains / h | Walkway | Remarks |
|---|---|---|---|---|---|
| 201c | F. | Mon-Sat | 2 | Friedrichshagen - Stadtbahn - Nordring - Spindlersfeld | only in rush hour traffic |
| 202b | D I | So | 3 | Wilmersdorf-Friedenau - Grünau | |
| G | Mon-Sat | 2 | Mahlsdorf - Stadtbahn - Südring - Grünau | ||
| 205a | H | Mon-Sun | 6th | Grünau - Stadtbahn - Spandau West or Wilmersdorf-Friedenau | Charlottenburg - Wilmersdorf-Friedenau 2 groups of trains in rush hour traffic |
After the end of the war, the first trains ran between Hermannstrasse and Grünau on July 11, 1945 . From February 15, 1946, trains ran to and from Treptower Park again. The Südringkurve went back into operation in August 1946. The next major change came on April 30, 1951 with the extension of train group H from Grünau to Königs Wusterhausen. In addition, there was an H IV amplifier train group between Friedrichstrasse and Grünau. The trains going to Königs Wusterhausen first drove into the sweeping track 40, which was connected on both sides, and waited there for the return train before moving on to platform track 2. From October 2, 1951, the trains in the direction of Berlin drove through the dirt track. From August 28, 1951 there was another connection with the train group N (Spandau West - Nordring - Grünau). This led along the electrified Hamburger and Lehrter Bahn via Siemensstadt-Fürstenbrunn . From 1952 the train group N drove instead of Grünau to Spindlersfeld, the train group J used there then discontinued the Rbd Berlin. For the controls carried out at Eichwalde station from May 26, 1952, an additional six minutes were scheduled. From 1958 on, the Reichsbahn started using repeater trains every 40 minutes between Ostbahnhof and Eichwalde. From 1961 these trains ran through to Zeuthen, from 1969 every 20 minutes.
1961-1990
| KBS | Train group |
VT | Trains / h | Walkway | Remarks |
|---|---|---|---|---|---|
| 101a | G | Mon-Sun | 3 | Mahlsdorf - Stadtbahn - Südring - Grünau | |
| 103 | H | Mon-Sun | 3 | Falkensee - Stadtbahn - Königs Wusterhausen | |
| 103a | N | Mon-Sun | 3 | Spandau West - Nordring - Spindlersfeld | |
| 103d | D. | Mon-Sat | 3 | Friedrichstrasse - Grünau | |
| 103e | H VII | Mon-Sat | 1-2 | Friedrichstrasse - Eichwalde | only in rush hour traffic |
There were major changes as a result of the construction of the Wall in August 1961. Due to the capping of the ring line between Treptower Park and Sonnenallee on the one hand and the connecting line between Baumschulenweg and Köllnische Heide on the other, almost all of the S-Bahn traffic had to be routed from the eastern ring line to the Görlitzer Bahn. Together with the Szczecin Railway , a north-south axis was created through East Berlin . The train group G, which had previously operated to the Südring, was taken on the east side of the Görlitzer Bahn and in its place train group 2 , coming from Bernau , passed over the Ostring to Schöneweide. Train group N was initially pulled back to Schönhauser Allee and later extended along the Stettiner Bahn to Blankenburg . After the commissioning of the connection between Grünauer Kreuz and Schönefeld Airport on February 26, 1962, train group 2 and a newly established HVZ train group C were led from Ostbahnhof to Schönefeld central airport . On weekdays, the Reichsbahn set up additional train groups to Schöneweide, between Ostkreuz and Schöneweide the load factor was up to eight train groups or 24 trains per hour and direction. From January 17, 1970, the crossings of trains running to Königs Wusterhausen were moved from track 40 in Königs Wusterhausen to Zeuthen. The additional automated creation of the timetable saved six minutes of travel time between Grünau and Königs Wusterhausen.
| KBS | Train group |
VT | Trains / h | Walkway | Remarks |
|---|---|---|---|---|---|
| 110 | D. | Mon-Fri | 3 | Alexanderplatz - Grünau | only in rush hour traffic |
| H | Mon-Sun | 3 | Friedrichstrasse - Koenigs Wusterhausen | ||
| 115 | C. | Mon-Sun | 3 | Friedrichstrasse - Schönefeld Airport | |
| 140 | K | Mon-Sun | 3 | Oranienburg - Schönefeld Airport | |
| 141 | M. | Mon-Fri | 3 | Pankow - Grünau | only in rush hour traffic |
| N | Mon-Sun | 3 | Bernau - Grünau (- Zeuthen ) | Grünau - Zeuthen only during rush hour | |
| 142 | O | Mon-Sun | 3 | Blankenburg - Spindlersfeld | |
| 143 | U | Sat + Sun | 3 | Book - Schöneweide | only during the day |
Since 1990
After the currency union came into force , the S-Bahn networks in both halves of the city could be connected to one another on July 2, 1990 at Friedrichstrasse station. The trains going to West Berlin were designated as Line S3, regardless of the eastern terminus. Train group C was extended from Friedrichstrasse to Charlottenburg , train group H to Wannsee . After the uniform allocation of line numbers on June 2, 1991, the train groups operating on the Görlitzer Bahn were given the numbers S6 (train groups H, H I ), S8 (train groups N), S85 (train group O, U), S9 (train group C) and Assigned to S10 (train group K, K I ). In the spring of 1993, lines S85 and S10 exchanged their southern endpoints.
| Line / KBS |
Train group |
VT | Trains / h | Walkway | Remarks |
|---|---|---|---|---|---|
 201.45 |
U | Mon-Sun | 3 | Westend - Schönefeld Airport | |
 201.46 |
D. | Mon-Sun | 3 | Westend - Schöneweide (- Grünau) | Schöneweide - Grünau only in rush hour traffic |
 201.6 |
H | Mon-Sun | 3 | West Cross - Königs Wusterhausen | |
 201.8 |
N | Mon-Sun | 3 | Bernau - Grünau (- Zeuthen) | Grünau - Zeuthen only during rush hour |
| O | Mon-Sun | 3 | Book - Schöneweide | ||
 201.9 |
C. | Mon-Sun | 3 | Westkreuz - Stadtbahn - Schönefeld Airport | |
 201.10 |
K | Mon-Sun | 3 | Birkenwerder - Spindlersfeld |
On December 17, 1993, the Südring and the Neukölln - Baumschulenweg connecting railway went back into operation. The train group U, which only operates on weekends, was set up all day as line S45 ( Westend - Schönefeld Airport) and the new train group D as line S46 (Westend - Grünau). For the 1994 summer timetable, Deutsche Bahn extended the S46 to Königs Wusterhausen and reduced the S6, which is restricted to rush hour traffic, to the Warschauer Straße - Zeuthen route. In addition, professional amplifiers operated as train groups U I and D I on lines S45 and S46 . After the circular line between Treptower Park and Neukölln was put back into operation, S-Bahn Berlin GmbH stopped the amplifiers.
During the route renovation between Treptower Park and Baumschulenweg, lines S45 and S46 ran on their traditional route, in addition, the amplifier train groups U I and D I drove between Hermannstrasse and Schönefeld Airport as well as Hermannstrasse and Grünau or Zeuthen. Lines S8 (train group N) and S85 (formerly S10, train group K) ran from Treptower Park to Hermannstrasse or Tempelhof without touching the Görlitzer Bahn. The connection Schöneweide - Spindlersfeld served a line S86 (train group K I in shuttle traffic. The other lines did not run during the construction work, the line number S10 was not re-assigned after completion in December until today. With the closure of the ring line on June 15, 2002 The S-Bahn started operating the S6, and the S8 will in future take over the trips to Zeuthen.Instead of the S85 to Spindlersfeld, the newly established S47 now ran.Since the journey time for the Vollring was initially 63 minutes, the S46 and S47 together with the ring rail lines S41 and S42 and the S2 until May 28, 2006 after the so-called " screw concept ." the trains were coming from the south via the Südring to Gesundbrunnen, then once the full ring and then from Gesundbrunnen Bernau or book . A Circulation took eleven hours, and since the travel time for one “revolution” has been 60 minutes, the lines have been decoupled from each other again.
While the south ring curve was being rebuilt, the S9 drove as planned over the Ostring to Blankenburg . Since the restart, Spandau is the north-western terminus of the line. From October 14, 2022, the S8 amplifier trips from Zeuthen to Wildau are to be extended so that, together with the S46, there is a ten-minute cycle.
| Line / KBS |
Train group |
VT | Trains / h | Walkway | Remarks |
|---|---|---|---|---|---|
 200.45 |
U I | Mon-Sun | 3 | Südkreuz - Schönefeld Airport | |
 200.46 |
D. | Mon-Sun | 3 | ( Gesundbrunnen -) Westend - Königs Wusterhausen | Gesundbrunnen - Westend only Saturday and Sunday afternoons |
 200.47 |
K | Mon-Sun | 3 | Hermannstrasse - Spindlersfeld | |
|
200.8 |
N | Mon-Sun | 3 | Birkenwerder - Blankenburg - Grünau (- Zeuthen ) | Grünau - Zeuthen only during rush hour |
 200.85 |
N I | Mon-Sun | 3 | Pankow - Schöneweide (- Grünau) | Schöneweide - Grünau only Mon – Fri |
|
200.9 |
C. | Mon-Sun | 3 | Spandau - Schönefeld Airport |
Freight transport
The Ringbahn was initially designed for freight traffic . The connecting curves were used to switch between the Lower Silesian-Märkische Bahn and the Ostbahn with the Ringbahn. Since the traffic on the Frankfurt and Ostbahnhof increased enormously due to the internal connection, the Rummelsburg and Lichtenberg-Friedrichsfelde marshalling yards went into operation as the first of their kind in the Berlin area. Both stations were connected to the circular railway on both sides via the Rummelsburg track loop . As a result, freight trains between the Ringbahn and Frankfurt Railway ran almost exclusively over the new connection.
One of the few freight trains that drove over the Südringkurve in the period after 1879 was a daily market hall train from the Tempelhof marshalling yard to the Silesian freight yard, which collected the wagons coming to Berlin from the southwest, south and southeast. The wagons coming from the other directions were collected in Rummelsburg and driven from there via the Silesian freight yard to the Alexanderplatz station. In the opposite direction, the trains all went via Rummelsburg. After the expansion of the switch connection between long-distance and suburban railways in Treptow in 1931, journeys in this relation were discontinued.
Remarks
- ↑ today in the Bf Berlin Warschauer Strasse
- ↑ to 1937: Treptow
- ↑ to 1933: Stralau-Rummelsburg
- ↑ spelling at that time
-
↑ 1876–1895: changing names
1895–1929: Niederschöneweide-Johannisthal (in changing spellings)
since 1929: Berlin-Schöneweide -
↑ 1894–1901: Adlershof-Glienicke
1901–1935: Adlershof-Alt = Glienicke
1911–1935: Adlershof-Alt Glienicke
since 1935: Berlin-Adlershof - ↑ since 1912: Neukölln
-
↑ 1881–1950: Berlin Schlesischer Bahnhof
1950–1987: Berlin Ostbahnhof
1987–1998: Berlin Hauptbahnhof
since 1998: Berlin Ostbahnhof -
↑ 1935: Eichwalde (Kr Teltow)
since 1953: Eichwalde - ↑ The bypass routes led from Zossen via Mittenwalde Ost and Schönefeld (I) or Königs Wusterhausen (II) to Berlin-Grünau.
- ↑ Until then, the long-distance tracks were also used as return conductors for the S-Bahn.
literature
- Ernst Biedermann: The extension systems of the Görlitz Railway between Berlin and Grünau . In: Journal of Construction . 55th year, no. 1-3 , 1905.
- Michael Braun: Between Kreuzberg and KW. Suburban traffic on the Görlitzer Bahn . In: Verkehrsgeschichtliche Blätter . No. 3, 4 , 1991.
Web links
- Mike Straschewski: The Görlitzer Bahn. In: stadtschnellbahn-berlin.de. August 30, 2009 .
- S-Bahn Grünau route. In: berliner-bahnen.de. 2017.
- 50 years of electrical operation in Berlin-Grünau - Königs Wusterhausen. In: electric-bis-kw.de. 2001.
Individual evidence
- ↑ Query of the course book route 200.45 at Deutsche Bahn.
- ↑ Query of the course book route 200.46 at Deutsche Bahn.
- ↑ Query of the course book route 200.47 at Deutsche Bahn.
- ↑ Query of the course book route 200.8 at Deutsche Bahn.
- ↑ Query of the course book route 200.85 at Deutsche Bahn.
- ↑ Query of the course book route 200.9 at Deutsche Bahn.
- ^ Lexicon from www.stadtschnellbahn-berlin.de. Entry Ab or Vsr. In: stadtschnellbahn-berlin.de. Retrieved March 24, 2019 .
- ↑ a b c d e f g h i j k l m n o p q r Michael Braun: Between Kreuzberg and KW. Suburban traffic on the Görlitzer Bahn (part 1) . In: Verkehrsgeschichtliche Blätter . No. 3 , 1991, pp. 50-61 .
- ↑ a b c d e Michael Braun: Between Kreuzberg and KW. Suburban traffic on the Görlitzer Bahn (part 2) . In: Verkehrsgeschichtliche Blätter . No. 4 , 1991, pp. 80-90 .
- ^ Architects Association of Berlin, Berlin Architects Association (ed.): Berlin and its buildings . Volume I. Introductory - Engineering. Wilhelm Ernst & Son, Berlin 1896, p. 238-239 .
- ^ A b Laurenz Demps : The Silesian Railway Station in Berlin. A chapter in Prussian railway history . transpress, Berlin 1991, ISBN 3-344-70725-6 , pp. 144-148 .
- ^ Laurenz Demps : The Silesian Railway Station in Berlin. A chapter in Prussian railway history . transpress, Berlin 1991, ISBN 3-344-70725-6 , pp. 154-158 .
- ↑ a b c d Peter Bley: 150 years of the Berlin – Frankfurt / Oder railway . Alba, Düsseldorf 1992, ISBN 3-87094-347-5 , p. 67-75 .
- ^ Laurenz Demps : The Silesian Railway Station in Berlin. A chapter in Prussian railway history . transpress, Berlin 1991, ISBN 3-344-70725-6 , pp. 173-179 .
- ^ Mike Straschewski: Treptower Park. In: stadtschnellbahn-berlin.de. October 26, 2008, accessed April 12, 2020 .
- ↑ a b c Peter Bock: Between Stralau and Rixdorf. 130 years of the southeast ring railway (part 1) . In: Verkehrsgeschichtliche Blätter . No. 1 , 1998, p. 4-10 .
- ↑ a b c d e f Claudia Braun: New south curve is unique in Berlin . In: Point 3 . No. December 23 , 2017 ( punkt3.de [PDF]).
- ↑ a b c d e f g Ernst Biedermann: The extension systems of the Görlitzer railway between Berlin and Grünau . In: Journal of Construction . 55th year, no. 1-3 , 1905, col. 91-114 .
- ^ Mike Straschewski: The branch line Schöneweide - Spindlersfeld. In: stadtschnellbahn-berlin.de. March 19, 2012, accessed May 14, 2020 .
- ^ Karl Remy: The electrification of the Berlin city, ring and suburban railways as an economic problem . Julius Springer, Berlin 1931, p. 223-225 .
- ↑ a b c Bernd Kuhlmann: New operational regulations. The management after the "Great Electrification" . In: Verkehrsgeschichtliche Blätter eV (Ed.): Electricity instead of steam! 75 years of the Berlin S-Bahn. The great time of electrification . GVE, Berlin 1999, ISBN 3-89218-275-2 , pp. 62-69 .
- ^ Karl Remy: The electrification of the Berlin city, ring and suburban railways as an economic problem . Julius Springer, Berlin 1931, p. 126-127 .
- ^ Karl Remy: The electrification of the Berlin city, ring and suburban railways as an economic problem . Julius Springer, Berlin 1931, p. 200-201 .
- ↑ Susanne Dost: Richard Brademann (1884-1965). Architect of the Berlin S-Bahn . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-36-1 , p. 80-84 .
- ↑ Susanne Dost: Richard Brademann (1884-1965). Architect of the Berlin S-Bahn . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-36-1 , p. 92-94 .
- ↑ Reinhard Demps: On the term 'S-Bahn' . In: Verkehrsgeschichtliche Blätter . No. 4 , 1984, pp. 74-75 .
- ↑ a b c Reiner Brandhorst: Special train at midnight. July 1, 1898, midnight: new train station in Eichwalde . In: Verkehrsgeschichtliche Blätter . 25th year, no. 3 , 1998, p. 69-76 .
- ↑ Udo Dittfurth: The Berlin S-Bahn in 1945 . Ed .: Berlin S-Bahn Museum. 3. Edition. GVE, Berlin 2009, ISBN 978-3-89218-945-9 , pp. 7 .
- ^ Peter Bock: Between Stralau and Rixdorf. 130 years of the southeast ring railway (part 2) . In: Verkehrsgeschichtliche Blätter . No. 2 , 1998, p. 41-49 .
- ↑ First measures . In: signal . No. 2 , March 1993, p. 4–7 ( signalarchiv.de ).
- ↑ Early giving of presents . In: signal . No. 9-10 , December 1993, pp. 4–7 ( signalarchiv.de ).
- ↑ Closure of the ring with bad consequences: S-Bahn trouble from the passenger's point of view . In: signal . No. 2 , March 1998, p. 6–7 ( signalarchiv.de ).
- ↑ Plänterwald S-Bahn station: a stroke of luck, bridge collapse? In: signal . No. 10 , December 1999, p. 17 ( signalarchiv.de ).
- ↑ a b Mike Straschewski: The conversion of the Görlitzer Bahn. In: stadtschnellbahn-berlin.de. October 26, 2008, accessed March 24, 2019 .
- ^ Claudia Braun: Deutsche Bahn - DB Netz AG informs: Complete renewal of the S9. In: s-bahn-berlin.de. S-Bahn Berlin GmbH, April 8, 2011, archived from the original on August 15, 2012 ; accessed on June 5, 2020 .
- ↑ Wildau S-Bahn station has a second platform: Vogelsänger and Leuschel open the converted station. Press release. In: mil.brandenburg.de. Ministry of Infrastructure and State Planning, January 13, 2014, accessed June 5, 2020 .
- ↑ The traffic station is being modernized. Berlin-Schöneweide train station. In: bauprojekte.deutschebahn.com. Deutsche Bahn AG, accessed on June 6, 2020 .
- ↑ a b Christoph Lindner: Overview signal box Tw. In: fahrdienstleiter.cl. Retrieved April 19, 2019 .
- ↑ a b c Mike Straschewski: The conversion of the signal systems of the Görlitzer Bahn. In: stadtschnellbahn-berlin.de. October 26, 2008, accessed March 24, 2019 .
- ↑ Steffen Buhr: The signal connections. In: blocksignal.de. February 10, 2004, accessed April 9, 2019 .
- ↑ Bernd Kuhlmann: The Berlin outer ring . Kenning, Nordhorn 1997, ISBN 3-927587-65-6 , pp. 20-31 .
- ↑ Christoph Lindner: Overview of signal box Grk-S. In: fahrdienstleiter.cl. Retrieved April 19, 2019 .
- ↑ a b Bernd Kuhlmann: The automatic route block AB 70 S of the Berlin S-Bahn . In: Berliner Verkehrsblätter . 38th year, no. 4 , 1991, pp. 67-73 .
- ^ Bernd Kuhlmann: Warschauer Strasse. In: stadtschnellbahn-berlin.de. January 12, 2014, accessed April 20, 2019 .
- ↑ a b Christoph Lindner: Overview of signal box Wrs. In: fahrdienstleiter.cl. Retrieved April 19, 2019 .
- ↑ a b Christoph Lindner: Overview of signal box Okn-S. In: fahrdienstleiter.cl. Retrieved April 19, 2019 .
- ↑ Christoph Lindner: Overview signal box Bsw. In: fahrdienstleiter.cl. Retrieved April 17, 2019 .
- ↑ Track plan at Berlin Baumschulenweg station. In: biuub.de. March 31, 1982, Retrieved April 17, 2019 .
- ↑ S-Bahn signal boxes. In: berliner-verkehr.de. Retrieved April 17, 2019 .
- ↑ drive & build . In: Point 3 . No. 5 , March 12, 2009, p. 12 ( punkt3.de [PDF]).
- ↑ List of electronic signal boxes for the S-Bahn. In: stadtschnellbahn-berlin.de. December 31, 2015, accessed April 19, 2019 .
- ↑ Claudia Braun: Final spurt at Ostkreuz ... S3 will go back to the city from August, further regional trains will stop from December . In: Point 3 . No. 12 , June 22, 2017, p. 12 ( punkt3.de [PDF]).
- ↑ News in brief. S-Bahn . In: Berliner Verkehrsblätter . No. 4 , 2018, p. 80 .
- ↑ Ralf Drescher: Work on Sterndamm will not continue until summer at the earliest . In: Berlin Week . February 9, 2017 ( berliner-woche.de ).
- ↑ Train control system for the Berlin S-Bahn (ZBS). (PDF) (No longer available online.) Deutsche Bahn, April 25, 2016, p. 8 , archived from the original on June 28, 2016 ; accessed on May 4, 2020 .
- ↑ Peter Buchner: IGEB passenger conference. (PDF) S-Bahn Berlin, September 18, 2017, p. 10 , accessed on May 4, 2020 .
- ^ A b Architects 'Association in Berlin, Berlin Architects' Association (ed.): Berlin and its buildings . Volume I. Introductory - Engineering. Wilhelm Ernst & Son, Berlin 1896, p. 278-282 .
- ↑ Erich Preuss, Hans-Joachim Kirsche, Andreas Butter: Berlin Ostkreuz. History and present of the local transport hub . GeraMond, Munich 2014, ISBN 978-3-95613-001-4 , pp. 19-23 .
- ^ Architects Association of Berlin, Berlin Architects Association (ed.): Berlin and its buildings . Volume I. Introductory - Engineering. Wilhelm Ernst & Son, Berlin 1896, p. 208-211 .
- ^ Architects Association of Berlin, Berlin Architects Association (ed.): Berlin and its buildings . Volume I. Introductory - Engineering. Wilhelm Ernst & Son, Berlin 1896, p. 211-238 .
- ↑ Reich Course Book . May 1, 1900, Table 1b .
- ^ Karl Remy: Station conversions as part of the electrification of the Berlin city, ring and suburban railways . In: Zentralblatt der Bauverwaltung . 48th year, no. 26 , June 27, 1928, pp. 421-425 .
- ^ Deutsche Reichsbahn (Ed.): Kursbuch . May 15, 1939, tables 598a – c ( deutsches-kursbuch.de [accessed April 22, 2020]).
- ↑ S-Bahn. Timetable 1939. Valid from May 16, 1939. In: berliner-linienchronik.de. Retrieved April 22, 2020 .
- ↑ S-Bahn. Timetable 1932. Valid from March 1, 1932. In: berliner-linienchronik.de. Retrieved April 22, 2020 .
- ^ Deutsche Reichsbahn (Ed.): Berlin S-Bahn timetable. Summer timetable . Valid from May 20 to October 6, 1951. Tables 100a and 100c ( eisenbahnwelt.com [accessed April 28, 2020]).
- ↑ Holger Prüfert: S-Bahn train groups 2nd quarter 1951. In: kibou.de. Retrieved April 28, 2020 .
- ↑ Holger Prüfert: S-Bahn train groups 3rd quarter 1951. In: kibou.de. Retrieved April 24, 2020 .
- ^ Holger Prüfert: S-Bahn train groups 1st quarter 1952. In: kibou.de. Retrieved April 24, 2020 .
- ↑ Berlin S-Bahn Museum (ed.): Official pocket timetable of the Berlin S-Bahn 1961 . Reprint of the last timetable booklet of the Deutsche Reichsbahn before the Wall was built in 1961. GVE, Berlin 2013, ISBN 978-3-89218-113-2 , tables 101a, 103, 103a, 103d, 103e .
- ↑ Holger Prüfert: S-Bahn train groups 2nd quarter 1961. In: kibou.de. Retrieved April 28, 2020 .
- ↑ Holger Prüfert: S-Bahn train groups, 1st quarter 1962. In: kibou.de. Retrieved May 13, 2020 .
- ↑ Udo Dittfurth: August 1961. S-Bahn and construction of the wall . Ed .: Berlin S-Bahn Museum. 3. Edition. GVE, Berlin 2013, p. 124-128 .
- ^ Holger Prüfert: S-Bahn-Zuggruppen 2nd quarter 1962. In: kibou.de. Retrieved May 13, 2020 .
- ^ Deutsche Reichsbahn (Ed.): Course book of the Deutsche Reichsbahn. Winter timetable . Valid from September 27, 1981 to May 22, 1982. Tables 110, 115, 140, 141, 142 and 143 ( eisenbahnwelt.com [accessed April 28, 2020]).
- ↑ Holger Prüfert: S-Bahn train groups 4th quarter 1981. In: kibou.de. Retrieved April 28, 2020 .
- ↑ Holger Prüfert: S-Bahn train groups 3rd quarter 1990 (as of September 29, 1990). In: kibou.de. Retrieved June 7, 2020 .
- ↑ Holger Prüfert: S-Bahn-Zuggruppen 2nd quarter 1991. In: kibou.de. Retrieved June 7, 2020 .
- ↑ S-Bahn. Timetable 1991/1992. Valid from June 2, 1991. In: berliner-linienchronik.de. Retrieved June 7, 2020 .
- ↑ Holger Prüfert: S-Bahn train groups 2nd quarter 1993. In: kibou.de. Retrieved June 7, 2020 .
- ↑ a b Holger Prüfert: S-Bahn train groups 4th quarter 1993. In: kibou.de. Retrieved April 28, 2020 .
- ↑ Holger Prüfert: S-Bahn train groups 2nd quarter 1994. In: kibou.de. Retrieved June 7, 2020 .
- ↑ Holger Prüfert: S-Bahn train groups 4th quarter 1997. In: kibou.de. Retrieved June 7, 2020 .
- ↑ Holger Prüfert: S-Bahn train groups 2nd quarter 1999 (status 3.7.1999). In: kibou.de. Retrieved June 7, 2020 .
- ↑ Mike Straschewski: The full ring has been running again for over ten years. In: stadtschnellbahn-berlin.de. October 8, 2012, accessed June 7, 2020 .
- ↑ Almost all losers. Line swap on the Südring . In: signal . No. 3 , July 2009, p. 9-10 ( signalarchiv.de ).
- ↑ Andrea Müller: S-Bahn to Wildau every ten minutes. In: maz-online. April 21, 2017. Retrieved March 24, 2019 .
- ^ Laurenz Demps : The Silesian Railway Station in Berlin. A chapter in Prussian railway history . transpress, Berlin 1991, ISBN 3-344-70725-6 , pp. 193-197 .
- ↑ Lars Molzberger: interlocking Tnt, Tw Treptow Park and branch tw. In: berliner-stellwerke.de. June 2, 2019, accessed July 29, 2020 .
