Railway line Glasower Damm Ost – Bohnsdorf Süd

Glasower Damm Ost – Bohnsdorf Süd
Route west of Selchow. Left the long-distance railway line from Glasower Damm, right the S-Bahn from Schönefeld.
Route number (DB) :	6151 Glasower Damm Ost – Bohnsdorf Süd 6119 B.-Grünau – Schönefeld Airport Süd 6186 Selchow West – Selchow Süd
Route length:	13.8 / 6.9 km
Gauge :	1435 mm ( standard gauge )
Power system :	15 kV 16.7 Hz  ~
Top speed:	120 km / h
Legend Berlin outer ring of Saarmund Abzw Glasower Damm West to Elsterwerda Berlin – Dresden 28.3 00.0 Abzw Glasower Damm Ost from Elsterwerda 30.0 00.0 Junction Selchow West to Schönefeld 30.8 00.0 Selchow south junction from Schönefeld 34.5 00.0 Berlin Airport BER 6.85 Berlin-Schönefeld Airport South 37.3 5.60 Junction Diepensee Cargo 38.3 4.60 Kienberg 40.7 1.80 Bohnsdorf West junction 42.1 0.00 Abzw Bohnsdorf Süd from Görlitz to Berlin

The Glasower Damm Ost - Bohnsdorf Süd railway line is an electrified, mostly double-track main line. It runs in the state of Brandenburg south of Berlin , a short distance also over Berlin city area. Its main purpose is to connect Berlin-Brandenburg Airport (BER) to the Berlin Brandenburg Airport underground station . In its eastern section, it replaces the Berlin-Grünau - Berlin Schönefeld Süd airport opened in 1963 . This route ran parallel to today's. Its main purpose was to supply the airport with fuel and to transport building materials. From 1992 to 2010 it was also used for passenger transport to the International Aviation Exhibition , which takes place every two years .

The new end-to-end rail link at BER Airport went into operation in October 2011. Due to the delays in opening the airport, apart from freight traffic to Schönefeld Airport, it has so far not had any traffic significance.

history

prehistory

Construction of the Henschel aircraft works began in 1934 near the town of Diepensee, south of Berlin . Initially, the so-called Henschel Railway was used to supply the factory . It emerged from the Diepensee manor railway, which was operated as a horse-drawn railway. The route ran from Berlin-Grünau train station in a straight line through the settlement area of Berlin-Bohnsdorf . After the Second World War, the railway was dismantled as a reparation payment . After 1945, a Soviet military airport was built on the site of the Henschel works. The Henschelbahn was rebuilt in 1947 to supply it with materials and fuel.

On April 27, 1955, the southern part of the airport was transferred to the German Lufthansa of the GDR for civil use. The former Henschelbahn initially continued to be used to supply materials and fuels. With the growth of the airport, this route proved to be insufficiently efficient, and it also severely impeded the increasing traffic. For this reason, a new siding was built from the Grünbergallee station on the Güteraußenring in 1959 and the old route was shut down. At the beginning of the 1960s at the latest, it became apparent that this route could no longer be used in the long term. On the one hand, the route crossed the expressway to the airport, which was under construction; on the other hand, the route of the outer freight ring was required for the future S-Bahn to Schönefeld. Initially, a track was laid parallel to the outer freight ring, but due to the motorway section under construction , long-term use was not possible here either.

The freight route to Schönefeld Airport

Goods connection of the airport.

Because of these problems, a completely new connection to the airport was built, which went into operation on September 3, 1963. It branched off from the Görlitzer Bahn at Berlin-Grünau station , initially ran parallel to it, then south of Berlin-Bohnsdorf through the forest and reached the airport connection from the east. Demands by the German Lufthansa of the GDR (later Interflug ) for works passenger traffic over the route were rejected due to the expected low usage and lack of security systems. In the 1970s and 1980s the line, also known locally as the oil railway, was expanded so that axle loads of 22.5 tons were permitted. For example, building materials could be transported to the Kienberg building materials warehouse on the route with block trains.

Even after the political change in the GDR, the route for freight traffic to Schönefeld Airport remained important. From June 15 to 21, 1992 the International Aviation Exhibition (ILA) took place for the first time on the southern part of the airport . Shuttle trains were used to cope with the rush of visitors, running every hour from Berlin-Lichtenberg via Schöneweide or from the train station Berlin-Schönefeld Airport to Berlin-Schönefeld Süd airport, so that two trains per hour and direction ran over the industrial line. Seven-part double-decker push-pull trains were used, hauled by class 232 locomotives. A provisional platform made of chipboard had been built for the travelers. In addition, safety systems from Siemens were installed for passenger traffic at the previously unsecured level crossings . Previously, only the crossing of federal highway 179 was secured with a half-barrier system.

At the following aviation exhibitions, which took place every two years, shuttle trains were used again, with the vehicles used changing over time. In 1994, for example, trains that were hauled by class 229 locomotives at both ends ran alternately from Lichtenberg via Schöneweide and from Berlin Zoologischer Garten station via the Berlin light rail to the ILA station. The last time the shuttle trains ran to the ILA 2010, that year directly from Berlin-Lichtenberg without any further stops. Since 2012, the ILA has not taken place in Diepensee, but near Selchow on the west side of the airport, so that the shuttle trains have since been discontinued.

Planning the connection to the new airport

Connection to BER airport. Long-distance railway line from west to east, S-Bahn in a curve from the north, freight siding on the east side of BER north of the long-distance line.

Renatured old route south of Bohnsdorf.

Noise barriers in the forest on the connecting curve towards Berlin-Grünau

After long discussions, the federal government and the governments of Brandenburg and Berlin decided in the 1990s for the location of the new Berlin airport (then Berlin Brandenburg International Airport , abbreviated to BBI ) in the municipality of Schönefeld , south of the existing airport and some of its facilities using. The area south of the runways of the existing airport soon emerged as the location for the new terminal. In connection with the mushroom concept , a route that was connected to the inner city of Berlin on the one hand by the north-south long-distance railway and the Dresden railway, and on the other via the Görlitz railway, proved to be sensible. Plans from the mid-1990s already showed a long-distance train connection that came close to the one that was actually implemented later, while a short underground route from the old Berlin-Schönefeld Airport station was planned for the S-Bahn at that time .

In addition to the actually implemented connection with an S-Bahn and a long-distance railway line, a number of other options for developing the airport by rail were under discussion that were not implemented:

• An extension of the U-Bahn line 7 from Rudow via the old Berlin Schönefeld Airport station to the new terminal was under discussion.
• An extension of the planned Transrapid route from Hamburg to Berlin to the airport was also under discussion. The Berlin Senate only officially adopted these plans in 2000.
• There were demands, including by parts of the Berlin Greens , to forego a direct connection to the terminal and instead to continue using the old Schönefeld train station. A shuttle connection or a people mover should then bring the travelers to the new terminal.

Construction and commissioning

The rail connection was initially planned as part of the “rail transport connection” as part of the planning approval procedure for the entire airport. The Brandenburg Ministry of Transport issued the planning approval decision in August 2004; the Federal Administrative Court confirmed it on March 16, 2006. In September 2007, work began on the shell of the underground airport train station, at the end of 2007 for the S-Bahn line and in spring 2008 for the western long-distance train connection.

The planning approval procedure for the east connection to the Görlitzer Bahn was delayed due to plan changes. Originally, an expansion of the existing route was planned, which was not possible due to the tight curve radii and the noise pollution for the residents. The approval process did not begin until 2007. Among several tested variants, a route through the forest about 250 meters south of the old route prevailed. There were a number of protests from residents and nature conservationists against its construction, among other things because 14 hectares of forest had to be cleared. Due to the delays, there were fears that the east connection would not be completed by the planned airport opening in 2011, so alternative connection concepts were considered.

Proposals from environmental associations to build a connection along the federal motorway 113 instead of the route through the Bohnsdorfer Wald were rejected by the Federal Railway Authority (EBA). The office pointed out that with this variant there would be higher exposure to noise and vibrations for Bohnsdorf residents. On February 19, 2010, the EBA issued the planning approval decision, and a few days later, Deutsche Bahn began construction work. It was agreed that the route of the old line would be renatured again, and noise protection walls were to be built on the new line.

At the originally planned opening date of the now abbreviated BER airport on October 30, 2011, the east connection was completed together with the west connection, the S-Bahn line and the Berlin Brandenburg Airport train station. However, the opening of the airport had meanwhile been postponed to June 3, 2012.

It was only officially announced at the beginning of May 2012 that the opening of BER Airport would be postponed further and further. Initially, there was talk of completion in 2013. As a result, this date had to be abandoned, and the airport was expected to open at the end of 2017.

Thus there is no sensible use of the completed rail link to the airport, apart from the freight traffic from the Görlitzer Bahn to the airport. So that the tracks do not rot and to ventilate the airport train station, the DB has to make trips with empty trains several times a day on both the S-Bahn and the long-distance railway line.

costs

In the financing agreement signed on September 5, 2006 by the states of Berlin and Brandenburg, the federal government and Berlin airports, 636 million euros were calculated for the rail transport connection (including the S-Bahn route). The federal government took over 576 million euros of this. The states of Berlin and Brandenburg each subscribed 30 million euros and committed to order cost-covering transport services for 20 years. The services of the airport company for the shell construction of the tunnel systems and the airport train station were regulated in a fixed price agreement. Even after completion of the rail connection, costs of 636 million euros were assumed.

Deutsche Bahn anticipates monthly costs of two million euros for the journeys that have been necessary to ventilate the tunnel since the route was completed.

Planned passenger traffic

Forecourt of the airport with access structures to the platforms, the terminal in the background.

The first plans in the mid-1990s envisaged connecting the airport to regional traffic as well as an interregional line from Kiel via Berlin and the airport route to Görlitz .

In the mid-2000s, the Berlin Senate planned that all ICE and IC trains starting and ending in Berlin should be run to and from the airport train station, and an intercity line from Berlin via the airport in the direction of Cottbus and on to Poland drive. However, these plans were not followed up later.

At the beginning of 2012, before the planned BER opening, it was planned that the three RE / RB lines approaching the old Berlin Schönefeld-Flughafen station should approach the new airport station instead. These were the lines RE 7 Dessau - Berlin - Wünsdorf-Waldstadt, RB 14 Nauen - Berlin - Senftenberg and RB 22 Potsdam - Airport (- Königs Wusterhausen). In addition, a new line RE 9 was to connect the airport to Berlin Central Station via the outer ring and the Anhalter Bahn. A direct fast connection to the Berlin city center was not possible because the completion of the Dresden railway in Berlin was delayed. In addition, a few long-distance trains should be extended to the airport. With the completion of the Dresdener Bahn, instead of the RE 9, an independent airport express was to connect the airport train station with the city center every 15 minutes, and some other routes were also to be changed in this context.

Future planning

To the east of the crossing point of the railway line with the A113, a new stop is planned as part of a newly planned road. It should consist of two side platforms and two associated station forecourts and serve regional traffic. Construction of the new street is scheduled to start in 2019.

route

course

Route to the airport after the underpass under the Berlin outer ring.

The Dresdener Bahn crosses the outer ring of Berlin in the area of ​​Glasower Damm in Mahlow . From the south it is connected to the Berlin outer ring via two connecting curves. From the Glasower Damm Ost junction towards Schönefeld Airport, the outer ring was expanded to include four tracks in the 1980s. The new line to BER initially uses the former northern pair of tracks on the outer ring. A little less than two kilometers further east, the route is then led under the remaining tracks of the outer ring and initially turns towards the southeast. A short connection route Abzw Selchow West – Abzw Selchow Süd connects the southern track of the outer ring to the line to BER. This initially runs above ground in a trough. To the north of the town of Selchow , it meets the Grünauer Kreuz – Berlin airport BER line from the northeast of the S-Bahn. Both routes are run in parallel and run from the western edge of the airport area in a tunnel several kilometers long between the two runways. The Berlin Airport BER train station is just before the eastern end of the tunnel. The S-Bahn line ends in the train station, the long-distance line continues in a northeastern direction and leaves the tunnel. The sweeping tracks for regional trains ending in the station are already above ground. After a short time, the route meets the airport freight connection at the Diepensee Cargo junction, which was already served by the original route. A short distance in the area of ​​the Kienberg loading point, the new route uses the route of the old one. To the east of the Hubertus settlement , the A 113 motorway is crossed. Both routes continue in the area of ​​the Berlin-Bohnsdorf location through a forest area, the new route about 250 meters south of the old one. To the south-east of Bohnsdorf, the new line divides at the Bohnsdorf West junction into two 1.4 km and 1.8 km long single-track sections, which reach the Görlitzer Bahn in a track triangle to the south and north.

Kilometrage

The continuous route (VzG route number 6151) begins at the Glasower Damm Ost junction. However, their mileage does not start at zero, but follows that of the Berlin outer ring. This in turn takes over the odometer counting of the Michendorf – Großbeeren railway line opened in 1926 , a section of the bypass line . The starting point for the kilometrage is Michendorf station , the route begins at kilometer 28.220. The outer ring to the east and the route to BER are kilometers parallel from there. The end of route 6151 is at the Bohnsdorf Süd junction on the Görlitzer Bahn at 42.073 kilometers.

The old route Berlin-Grünau - Berlin Schönefeld Süd airport had VzG number 6119, which is still used today for the remaining section of the Diepensee Cargo junction - Berlin-Schönefeld Flughafen Süd, as does the northern connecting curve built parallel to the old route the Görlitzer Bahn from Berlin to Abzw Bohnsdorf West this number. These sections are kilometers from the Berlin-Grünau train station. The zero point of the old line is in the southern part of the station at the height of the line kilometer 13.43 of the Görlitzer Bahn. The section to Berlin-Schönefeld Airport South has retained this kilometer allocation. The new connecting curve from the direction of Berlin-Grünau to Bohnsdorf West is new kilometers. It begins at 14.4 km of the Görlitzer Bahn and is 1.8 kilometers long.

The 0.79 km long connecting curve Selchow West – Selchow Süd (route number 6186) is located south of the tracks of the outer ring.

Operating points

Left: route to the airport, right: outer ring towards Schönefeld.

Eastern, above-ground, part of the airport station with tunnel entrance.

Diepensee Cargo. Foreground: freight connection to the airport, background: route to the passenger station.

Glasower Damm Ost

In the area of ​​Glasower Damm, a connecting road between the places Mahlow and Glasow , the Berlin – Dresden railway line and the Berlin outer ring built in the early 1950s cross. Three junction points were set up to connect the routes: Glasower Damm West on the Berlin outer ring as a branch of the connecting curve from the west to the Dresdener Bahn in the south, Glasower Damm Süd on the Dresdener Bahn at the confluence of the two connecting curves from the Berlin outer ring and Glasower Damm Ost on Outer ring at the connecting curve from the east to the Dresdener Bahn. In the area of ​​this junction, the junction to the new route to BER was created in the opposite direction to the existing connecting curve.

Selchow West and South

These are two branches on the short connecting curve from the southern track of the Berlin outer ring towards BER airport.

Berlin Airport BER

→ Main article : Berlin Brandenburg Airport train station

The underground station is only used for passenger traffic. It consists of two central platforms for the long-distance train and one for the S-Bahn.

Diepensee Cargo

This is the junction for the airport's freight connection from the new line.

Berlin Schönefeld Airport South

The end point of the old route from Grünau is used to supply the airport with fuel and building materials. It is now connected to the new route. In the course of time it changed its name several times, mostly following the renaming of the airport and the passenger station north of the airport . If it was still called Diepensee before the construction of the route from Grünau , it was called Central Airport South in the 1960s and 1970s and then Airport South . Since the 1990s it has been called Berlin-Schönefeld Airport South . It always had the status of a loading point .

Kienberg

A loading point for the transport of building materials had already been set up on the old route in Kienberg.

Bohnsdorf West and South

At the Bohnsdorf West junction, the route splits into two branches. One leads south-east to the Görlitzer Bahn, where it joins at the Bohnsdorf Süd junction, the other leads north towards the Berlin-Grünau train station.

Web links

Commons : Railway line Glasower Damm Ost – Bohnsdorf Süd  - collection of images, videos and audio files

• The train connection of the BBI airport on railway lines in the south of Berlin
• The Henschelbahn Berlin Grünau - Bohnsdorf - Diepensee on mil-airfields.de
• The kerosene railway Grünau - Diepensee on mil-airfields.de

Individual evidence

1. ^ Bernd Kuhlmann: Schönefeld near Berlin. One office, one airport and eleven train stations . Verlag GVE, Berlin 1996, ISBN 3-89218-038-5 , p. 28.
2. ^ Bernd Kuhlmann: Schönefeld near Berlin. One office, one airport and eleven train stations . Verlag GVE, Berlin 1996, ISBN 3-89218-038-5 , p. 37.
3. ^ Bernd Kuhlmann: Schönefeld near Berlin. One office, one airport and eleven train stations . Verlag GVE, Berlin 1996, ISBN 3-89218-038-5 , p. 72.
4. ↑ ^{a b} Bernd Kuhlmann: Schönefeld near Berlin. One office, one airport and eleven train stations . Verlag GVE, Berlin 1996, ISBN 3-89218-038-5 , p. 74.
5. ^ Bernd Kuhlmann: Schönefeld near Berlin. One office, one airport and eleven train stations . Verlag GVE, Berlin 1996, ISBN 3-89218-038-5 , pp. 76-77.
6. ↑ ^{a b} Bernd Kuhlmann: Schönefeld near Berlin. One office, one airport and eleven train stations . Verlag GVE, Berlin 1996, ISBN 3-89218-038-5 , pp. 79-81.
7. ↑ ^{a b c} Bernd Kuhlmann: Schönefeld near Berlin. One office, one airport and eleven train stations . Verlag GVE, Berlin 1996, ISBN 3-89218-038-5 , pp. 94-97.
8. ↑ ^{a b} Detlef Hoge, The railway connection of the BBI airport on railway lines in the south of Berlin
9. ↑ Last chance in March . In: Berliner Zeitung , January 21, 2009.
10. ↑ Construction of the east connection begins at the BBI . In: Berliner Zeitung , February 24, 2010.
11. ↑ Bahn-Report , 6/2011, p. 40.
12. ↑ ^{a b} The daily ghost trips to the BER train station . In: Tagesspiegel , March 6, 2013.
13. ^ BBI railway contracts signed . Press release of the Berlin Brandenburg Airport Company from September 5, 2006, online
14. ↑ The airport has already devoured millions of euros . In: Tagesspiegel , June 19, 2012.
15. ↑ Bahn-Report 4/2012, p. 41.
16. ↑ News in brief - Railway . In: Berliner Verkehrsblätter . No. 4 , 2017, p. 70 .
17. ↑ Various maps of the Reichsbahndirektion Berlin .