Berlin main station
| Berlin main station | |
|---|---|
 The east side of Berlin Central Station as seen from Alexanderufer
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| Data | |
| Location in the network | Crossing station |
| Design | Tower station |
| Platform tracks | 4 (long-distance train, above) 8 (long-distance train, below) 2 (S-Bahn, above) 2 (S-Bahn, below, under construction) 2 (U-Bahn, below) |
| abbreviation | BLS (long-distance train, above) BL (long-distance train, below) BHBF (S-Bahn, above) BHBT (S-Bahn, below) |
| IBNR | 8011160 (long-distance train, above) 8098160 (long-distance train, below) 8089021 (S-Bahn, above and below) |
| Price range | 1 |
| opening | May 26, 2006 |
| Profile on Bahnhof.de | Berlin main station |
| Architectural data | |
| architect | Meinhard v. Gerkan ( gmp ) |
| location | |
| City / municipality | Berlin |
| Place / district | Moabit |
| country | Berlin |
| Country | Germany |
| Coordinates | 52 ° 31 '30 " N , 13 ° 22' 10" E |
| Railway lines | |
| Railway stations in Berlin | |
Berlin Hauptbahnhof is the most important passenger train station in Berlin and at the same time the largest tower station in Europe. With around 329,000 travelers and visitors every day (as of 2019), it is the fourth most frequented long-distance train station of Deutsche Bahn after Hamburg , Frankfurt (Main) and Munich and is one of the 21 stations in the highest price class 1 of DB Station & Service .
The crossing station with 14 platform tracks is a transfer point between long-distance passenger ( Intercity-Express , Intercity / EuroCity , ÖBB Nightjet ) and local passenger transport ( S-Bahn , regional train , regional express ).
The connection to the Berlin subway via the subway station of the same name , which is still the end point of the 1.8 km long U55 line to the Brandenburg Gate station , remains a torso until the gap to Alexanderplatz station is closed by the western extension of the U5 line . If this goes into operation according to the current planning in 2020, the U55 will merge with the U5. Further public transport connections exist in front of the train station with the inner-city bus transport (including metro and night buses ) and the tram (lines M5, M8 and M10) of the BVG .
The striking building was designed by the architect Meinhard von Gerkan . Together with the station, a new north-south railway line through the north-south long-distance railway tunnel was put into operation on May 28, 2006 , which realizes a complete reorganization and reorganization of passenger transport in Berlin through the so-called " mushroom concept ".
On the area north of the Spreebogen , the Lehrter train station stood from 1868 to 1951 and the Lehrter city train station from 1882 to 2002 .
location
Berlin Central Station is essentially located in the Moabit district of Berlin's Mitte district , on the northern edge of the government district . The two main entrance portals of the same type lead to Europaplatz and Invalidenstrasse in the north and via Washingtonplatz to the Spree in the south . South of the main station is the Spreebogenpark with the Federal Chancellery and the Paul-Löbe-Haus . To the east of the hamlet already includes center belonging Humboldthafen on.
The main station was erected as the first building in the Lehrter district , which has been declared an urban development area . Little by little, more buildings are being built there, mostly hotels.
function
The facilities of the Berlin Central Station represent the center of the mushroom concept of the rail-bound traffic management in Berlin, in which the station forms the connection point for the converging and crossing lines of different modes of transport.
The station has a floor area of 430 meters by 430 meters. The centerpiece is an area of 80 meters by 80 meters on which five distribution levels are arranged. The difference in height between the top and bottom levels is 25 meters.
A total of 54 escalators , six panoramic elevators , ten additional elevators and various fixed stairs connect the different levels.
Structurally, the entire station complex is a tower station , operationally it is a crossing station . The complex consists of several independent operating units :
| Name of the operating location | Abbreviation | Tracks | comment |
|---|---|---|---|
| Berlin Central Station (deep) | BL | 1-8 | Basement (−2), long-distance and regional transport |
| Berlin Central Station (under construction) | BHBT | 9 + 10 | Basement level (−2), S21 S-Bahn construction project |
| Berlin Central Station ( Stadtbahn ) | BLS | 11-14 | Upper floor (+2), long-distance and regional transport |
| Berlin Central Station S-Bahn | BHBF | 15 + 16 | Upper floor (+2), S-Bahn |
| Hauptbahnhof underground station | HBF | 1 + 2 | Basement (−2) , subway |
The abbreviations have been in effect since May 28, 2006. Their letters stand for:
- Deutsche Bahn: B - old Berlin Railway Directorate, L - Lehrter Bahnhof, S - Stadtbahn, HBF - Hauptbahnhof.
- Berlin subway: HBF - Hauptbahnhof
The railway systems were dimensioned based on the traffic volumes expected at the time. At the end of the 1990s, forecasts were based on 50 million long-distance and 86 million regional passengers per year at the new station. One year after commissioning, a total of 225 long-distance trains, 325 local trains and 627 S-Bahn train journeys stopped daily on both levels. According to DB information, the station's capacity is less than half full (as of 2011).
Long-distance and regional transport
Long-distance and regional trains that travel to Berlin stop at the main station either on one of the four tracks of the elevated light rail level running in west-east direction or on one of the eight tracks in north-south direction in the lowlands.
The route of the light rail takes trains in an easterly direction via the Ostbahnhof in the direction of Frankfurt (Oder) and on to Poland . In a westerly direction, the tracks run to Charlottenburg station and from there either via Spandau station on the routes to Hanover or Hamburg or via Wannsee station to Potsdam Hauptbahnhof and on in the direction of Magdeburg or Dessau-Roßlau .
The lower level of the main station is one of the two tunnel stations along the north-south long-distance line . In a northerly direction, the long-distance railway tracks lead to the Ringbahn and branch off there to the west and northeast. North Brandenburg and Mecklenburg-Western Pomerania are accessed via the Gesundbrunnen long-distance train station in the north- east . The trains go west via Jungfernheide and Spandau in the direction of Hanover and Hamburg, here a single-track parking and sweeping system is arranged. To the south, the tracks run under the Spree to the regional train station Potsdamer Platz and to the long-distance train station Südkreuz, south to Halle (Saale) and Leipzig or southeast to Dresden . The reactivation of the Dresdener Bahn and the Berlin Nordbahn in Berlin's urban area is still pending .
Most of the Regional Express lines that run through Berlin converge at the main train station, and they connect a large part of Brandenburg and part of Mecklenburg-Western Pomerania .
Train
Several lines of the Berlin S-Bahn stop at the S-Bahn platform on the upper level (Stadtbahn) , which connect the western and eastern parts of the city with each other and with the neighboring cities of Potsdam , Erkner and Strausberg .
For the north-south link is scheduled as part of the tram project S21 a rail platform in the tunnel level, first in the north to the ring road , and later a continuation as a tunnel section with the station S-Potsdamer Platz be connected . Construction of the northbound section began in January 2010 and was originally scheduled to be completed by around 2015. After problems with preliminary work and groundwater penetration during the construction of the main station, construction was delayed considerably. The final S-Bahn station is to be completed by 2022; the completion date of the provisional S-Bahn station further north, which was originally intended to allow the northern section to open early (2018 or 2019), is currently open (January 2019). The planning approval procedure for the middle section of the Potsdamer Platz S-Bahn station is expected to be initiated in 2021.
Subway
The Hauptbahnhof underground station was opened on August 8, 2009. This is where the current underground line U55 ( popularly known as the “Kanzler-U-Bahn”) begins , which only goes around 1.8 kilometers to the Brandenburg Gate and is not connected to the rest of the Berlin underground network. The connection from there to the existing U5 at Alexanderplatz along Unter den Linden is under construction and should be ready by 2020. The previous line U55 will then merge with line U5. The U5 is to be extended in the long term from the main station in a north-west direction to Turmstrasse and Jungfernheide . However, this is not to be expected in the near future due to a lack of funds from the State of Berlin.
The underground station is located in the second lowlands of the main station east of the north-south platforms (tracks 1–8). It has a central platform that is covered with granite . The platform can be exited via three staircases, an escalator and an elevator. In addition, the underground station is equipped with a guide system for the blind to ensure accessibility .
The platform hall is 140 meters long, 11 meters high and 19 meters wide. Its walls are clad with enamel panels that are decorated with photos of the former Berlin terminus stations. In addition, colored light effects illuminate the ceiling above the platform.
Since this is the medium-term terminus of the U5 line, which is to be extended up to this point, a double-track sweeping track system with a short branch track was built to the north . One of the two sweeping tracks is located under a lockable shaft, through which the underground vehicles can be exchanged with a crane if necessary. This shaft is currently the only way to bring underground vehicles into the tunnel, as the U55 line has no track connection to the rest of the underground network until the gap with the U5 line.
The platform hall for the north-south S-Bahn will be to the east of the platform hall of the subway. In addition, the zoning plan envisages the end point of an underground line under Invalidenstrasse ( line U11 ) at the main train station, although its realization is also relatively unlikely in the long term.
Building use
The station has a floor area of around 70,000 square meters. Another 50,000 square meters were created in the two bow structures, which reach a height of 46 meters above street level.
The main station is an important commercial property. On three floors, the station offers 15,000 square meters of usable space for around 80 retail stores in the areas of women's and men's outerwear, gastronomy, groceries, gifts, health / wellness, etc., some of which were rented long before the opening. The shops were initially open daily from 8 a.m. to 10 p.m., the train station pharmacy was open around the clock. Since September 2009, the previously tolerated Sunday sales have been prohibited. Since then, only travel accessories can be sold on Sundays.
Deutsche Bahn is represented with a travel center and a DB lounge , among other things . As the only major German traffic station, the main station did not initially have luggage lockers , but only left luggage with prior screening. There are separate counters for baggage acceptance and collection. Lockers have been available in the neighboring parking garage since mid-2008 .
A total of 800 people work in the station. 375 of them are employees of DB, namely 150 of DB Station & Service , 70 of DB Sales, 75 at DB Services and 80 at DB Sicherheit.
For the first time after the demolition of the old Lehrter S-Bahn station, Friedrich-List-Ufer, the connecting road at Humboldthafen towards Washingtonplatz and the Gustav-Heinemann-Brücke have been reopened since the opening ceremony on May 26, 2006 . The delivery east for suppliers is located below the long-distance tracks to the port .
According to information from Deutsche Bahn, a total of around 30 million people visited the station in the first 100 days after it opened, which corresponds to 300,000 people daily. 150,000 to 200,000 of them were passengers. According to information from the company, around 17,000 passengers boarded and disembarked at the main train station every working day in 2006; This makes the station the most important train station for regional traffic in Berlin.
Berlin Central Station is one of the 21 train stations in price class 1, the highest price class of DB Station & Service .
The Federal Police and DB Sicherheit operate a joint security guard at Berlin Central Station.
Construction and technology
building
The station building has two main levels, which are used for rail traffic, as well as three connecting and business levels. The upper track level consists of six tracks on four bridge structures. The two outer ones are single-track and the inner two-track. In between there are three platforms at a height of around ten meters above street level. On the lower platform level there are four platforms with the eight tracks of the north-south connection at a depth of 15 meters. This is followed to the east by another platform with two tracks on the U55 subway line . To the east of the underground station, a similar double-track platform is currently being built as part of the S21 S-Bahn project .
The bridges on the tram level not only span the station area, but also the adjacent Humboldthafen and are therefore around 680 meters long. In line with the lines of the light rail, they are curved in plan and, due to the widening from four to six tracks and the additional platforms, widen from 39 to 66 meters wide. The spans Humboldt Harbor Bridge to with a span of 60 meters Humboldthafen . It consists of an arch with steel pipes and a prestressed concrete beam as the top flange.
The upper platform hall, which runs in a west-east direction, is 321 meters long and consists of a pillar-less arched glass roof construction that is supported on the two outer railway overpass structures. A 2700 square meter photovoltaic system with an output of 330 kilowatts was integrated into the glass surface . The hall is between 46 and 66 meters wide and a maximum of 16 meters high. It consists of three sections, with the western segment 172 meters and the eastern 107 meters long. In between lies the 50 meter wide and 180 meter long north-south roof, whose barrel vault forms a flat crossing dome with the main roof. Parallel to the north-south roof, the two “bow structures” span the main roof of the platform hall and support the north-south roof. There are 42,000 square meters of office space in these arched buildings.
On the northeast of the two diagonally opposite station terraces , the Rolling Horse sculpture, erected in 2007 by Jürgen Goertz , complements the building artistically and is reminiscent of the Lehrter Bahnhof and the Lehrter Stadtbahnhof. Architectural set pieces from the old Lehrter train station are integrated in its base and can be viewed through four portholes.
The covered exhaust air chimney of the Tiergarten Spreebogen tunnel below (Bundesstrasse 96) rises up from the south-western terrace .
During hurricane Kyrill on January 18, 2007, an 8.4 meter long, 1.35 tonne horizontal strut fell from a height of 40 meters from the lattice-like outer structure onto a staircase on the south-western front of the building, and another strut was torn from its anchoring. These decorative elements were only laid on and should hold by their own weight. As a remedy, small metal sheets were attached above the girders to prevent further girders from loosening.
Track systems
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Various special technical features have been implemented in Berlin Central Station. The track systems in the station area both in the tunnel of the north-south long-distance railway and on the urban railway line are designed as slab tracks. These were equipped with special soundproofing panels for noise insulation. A mass-spring system was installed in the underground station to dampen vibrations.
Which was on the lower tracks of the north-south route overhead line instead of a traditional contact wire as a conductor rail running. This enabled the clearance height of the tunnels to be reduced. As planned, the tracks can be driven at 60 km / h in the upper area and at 50 to 100 km / h in the lower area.
Due to damaged connecting pieces of the slab track in the area of the Humboldthafen Bridge , the permissible speed on the above-ground long-distance and regional railway tracks in this area was reduced to 40 km / h at the end of 2011. Previous repair attempts have not been successful. First, the screws were checked at monthly intervals and tightened if necessary. The Federal Railway Office now insists on a permanent solution. From 2015 onwards, all 37 carriageway crossing structures on the track bridges of the light rail level in the station area are to be replaced by a new construction. A three-month blockage of the long-distance and the S-Bahn route is necessary for this. Around 25 million euros are estimated for the work. A complete closure of the upper part of the station for long-distance and regional traffic is planned for 86 days. According to a media report, the necessary construction documents were already available in the construction phase of the station. However, due to the time pressure for commissioning, they were not implemented. From September 10th to October 14th, the long-distance line between Berlin Zoo and the main train station was completely closed in order to install two new transition structures.
history
planning
Soon after German reunification in 1990, the Berlin Senate sought a new transport concept for rail transport in Berlin. This resulted in the mushroom concept , which provided for a new, modern tower station at the site of the Lehrter city station , which, in addition to long-distance and regional rail lines, should also offer connections to the S-Bahn and U-Bahn lines. In June 1992, the federal government decided to establish it and launched a competition for the Lehrter Bahnhof project , which the Hamburg architecture firm Gerkan, Marg and Partners (gmp), led by Meinhard von Gerkan, won in February 1993. A partial opening should take place in 2000, the full commissioning in 2002. The term Lehrter Bahnhof was a working name - a final name was still to be found.
The planning approval decision for the main station and the north-south connection was issued on September 12, 1995. In 1997, a financing agreement for the future main station and the section between Perleberger Strasse and Spreebogen, between the federal government and the railway, was concluded for a total of 700 million euros. The federal share was around half a billion euros. Any additional cost increases should be divided according to a defined key.
The New York company Tishman Speyer Properties was commissioned by Bahn AG to develop the station. The Stuttgart engineering office Schlaich, Bergermann und Partner took over the execution planning and construction supervision .
The main station was also to become the end point of the Berlin – Hamburg maglev train planned in the 1990s . In laying of the cornerstone in 1998 had provided the platform 8 as an attainable only from the south railway siding run, while from the north of the Transrapid should einschweben. In addition, another two-lane station was to be built 40 meters further. Other considerations were to use one of the four platforms exclusively for the (then two-lane) Transrapid.
Construction phases
The construction of the Berlin Central Station, including its connecting structures, took place in several stages from 1995 to 2006.
The joint construction of the underground Spree crossing for three tunnels began as early as 1995 and was completed in 2005 with the completion of the last section under the Lehrter train station. Side by side - from west to east - there is a road tunnel ( tunnel Tiergarten Spreebogen ), which is ventilated via a 60 meter high tower at the station, completed in 2004, a railway tunnel ( tunnel north-south long-distance railway ) with four tubes for the tracks of the long-distance and regional railway lines and a tunnel with two tubes for the underground ( line U55 ). For the construction of the tunnel, the bed of the Spree had to be relocated from 1996 to 1998. The overall project is also collectively referred to under the common name of the Tiergarten Tunnel .
In 1998 the construction pits began. Around 1.5 million cubic meters of material were excavated for the 90,000 square meter and around 20 meter deep pits. In return, 227,000 cubic meters of concrete and 13,000 tons of steel reinforcement were used. The bottom was anchored against the uplift pressure of the groundwater (200 kilonewtons per square meter) with 27 meter long buoyancy anchors (a total of 250 kilometers) and 180 kilometers of inclined anchors.
On September 9, 1998, the foundation stone was symbolically laid by Federal Transport Minister Wissmann , Railway Chief Ludewig and Berlin's Governing Mayor Eberhard Diepgen in what was then 17 meters deep. The start-up date was planned for 2003. The construction costs were estimated at up to 800 million marks (adjusted for purchasing power in today's currency: around 549 million euros). Every year 50 million long-distance travelers and 86 million regional passengers should use the station.
After groundwater leaked into the caisson of the excavation pit, the completion date was postponed in spring 1999. As a result of the incident, a far-reaching change in the safety concept was necessary during the construction phase in order to keep the groundwater around three meters below the site. According to the new schedule, the shell of the station should be ready in 2003, and trial operation should begin in 2004. Commissioning was expected for 2006 in mid-2001.
In 2001, the construction of the bridges for the new, slightly offset route of the light rail began; from 2002 work was carried out on the longitudinal roof over the tram. The implementation of the steel and glass construction was a particularly difficult task for those involved in the construction, especially as a controversial change during construction shortened the glass roofs by around 110 meters. As a result, the protruding parts of the train have to get along far to the west without rain protection.
On February 1, 2002, the assembly work began for the steel girders of the roof. The girders had previously been temporarily stored for seven months after the approval for construction by the Federal Railway Authority was delayed due to static concerns. In order to meet the deadline for the tram swiveling planned for June 16, the roof was to be shortened from the originally planned and approved 430 meters in length: Railway chief Mehdorn requested a length of 290 meters, the DB planners suggested 320 meters. (According to another source, 451.6 meters were originally planned) From June 16 to the morning of June 21, 2002, the tram was swiveled. The Stadtbahnhalle had reached a length of 321 meters up to this point in time and was approved with this length. From July 4, 2002, S-Bahn trains stopped at the station as scheduled.
In the same year the bridges and the main hall were completed. Then the old listed Lehrter Stadtbahnhof was torn down.
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Construction of the bracket bridges began in 2005. For this purpose, the four halves were first built vertically "into the sky". The western segments were on the weekend of 30./31. July, the eastern on 13./14. August 2005 swiveled over the roof of the station. The bridges, each weighing 1250 tons, were lowered on ropes at six meters per hour, and the gap of just two centimeters between the two elements was then closed.
As project manager (client representative) for Deutsche Bahn, Hany Azer was most recently responsible for the construction of Berlin's main train station.
According to the media, the total construction costs, including parts of the access routes, amount to around one billion euros. Together with the renewal of the entire Berlin route network, around 4.2 billion euros were invested in the Berlin rail system by the end of 2005. According to the Deutsche Bahn, the section, which was planned to cost 700 million euros in 1997, cost 1.2 billion euros - DB's share rose from around 200 to around 500 million euros. According to the financing agreement between the federal government and Deutsche Bahn, the costs (including additional costs) are divided according to a fixed formula.
According to media reports, the bow structures are not included in this calculation. You would hit with another 200 million euros. In May 2007, the DB announced the expansion of the stirrup structure to the corporate headquarters Europe-wide. The estimated cost was 133.8 million euros, the construction period between September 1, 2007 and August 31, 2009. The expansion work on the four brackets began in the same year. With the southwest bar, the first part of the building was completed at the beginning of 2010, the others should follow by the end of the year. Since March 8, 2010, around 1050 Deutsche Bahn employees have been moving into the temple structures in three of the four temple buildings, after no other tenants were found for the space. The Westbügel was completely occupied by 700 DB employees by July 2010, and the move by DB Station & Service was completed by the end of 2010 . There is no tenant (as of August 2010) for the northern part of the east bar (12,500 m²). The brackets each have ten levels. In the meantime, in the year 2000, consideration was given to not realizing the temple structures in order to save costs.
In addition to extensive technical changes as a result of the water ingress, other technical changes, but also increases in construction costs, were a reason for the additional costs. Among other things, the solar system on the roof, the establishment of a security center and a new luggage storage system made a difference.
Changes to the original concept
Shortening of the west-east roof
According to the information provided by Deutsche Bahn, the roof of the hall on the tram level was planned with a length of 321.2 meters in the original concept. The then DB CEO Mehdorn said the roof was "exactly as long" as in the model with which von Gerkan won the competition for the design of the station building. In the planning it was later extended to the entire platform length of 454.6 meters (west side 97.5 meters, east side 35.9 meters). Before assembly in December 2001, however, it was cut back to its original length. The installation of three roof segments was dispensed with on the east side and eight on the west side. The reason given was that, given the original overall length, it was not possible to put the main station into operation partially or at all for the 2006 World Cup , as the Federal Railway Authority (EBA) raised concerns about building the roofs further while the railway was in operation. According to the railway, the station could not have opened until 2008. At the time of the decision, the majority of the relevant segments had already been produced. In 1996 a length of 430 meters was planned.
Another reason given was a cost reduction. However, due to the subsequent shortening due to the redesign and reconstruction of some production parts as well as the necessary new static calculation and approval, the measure should have been significantly more expensive according to a newspaper report at 64.4 million euros. The original concept was therefore estimated at 36.8 million euros. According to the DB Management Board responsible, however, the shortening due to the deadline pressure as a result of the earlier commissioning of the station also made it possible to lower costs from 74 to 64 million euros. The share of federal funds was always limited to 34.5 million euros.
Since all components (steel construction and glazing) were already produced and stored in a tram viaduct near Berlin's Ostbahnhof , a subsequent addition to the roof would have been possible. The state of Berlin sued against the shortening of the platform roof and thus a deviation from the planning approval due to the deterioration of the noise situation in the planned neighboring residential areas. The Federal Administrative Court dismissed the action. The subsequent extension of the roof to the originally planned length would cost between 54 and 58 million euros (as of January 2012).
An expert opinion prepared on behalf of the Federal Ministry of Transport in 2008 assumes costs of 53 million euros (net) for a subsequent roof extension. Corresponding construction work while the railway is in operation would not be possible, however, as there is not enough space above the clearance profile of the tracks and the lower edge of the roof for the necessary protective and supporting scaffolding. Such scaffolding would also have to be supported on the track bed, since the slender platform structures were not designed for such loads. For the assembly of the roof on the west side, only assembly on the railway systems would come into question. This would require a full closure of the tram for more than six months. On the (shorter) east side, however, pre-assembly next to the station and lifting in using large cranes would be possible. In this section, a full lockdown for a maximum of three months would be required. With the above-mentioned estimated costs of 53 million euros, 37 million euros are attributable to the construction work and 16 million euros are the follow-up costs from the disruption of rail operations. At its meeting on June 25, 2008, the Transport Committee at the German Bundestag voted with a large majority in favor of a speedy extension of the roof.
In connection with the closure of the upper part of the station for several months to renovate the track system in the mid-2010s, consideration was given to using this time to lengthen the roofs of the hall. In mid-2013, representatives of Deutsche Bahn declared to the Transport Committee of the German Bundestag that an extension would require a year and a half to be closed and would cost around 100 million euros. Originally, a decision was to be made by autumn 2013 whether the roof would be extended.
The steel girders of the station roof that had already been produced and not used were initially stored in the railway viaduct at Berlin's Ostbahnhof. After Deutsche Bahn announced in 2014 that a subsequent roof extension was not operationally and economically justifiable, the scrapping of the stored steel girders and struts began in December 2017.
Changes to the ceiling of the underground hall
The architect intended the ceiling for the underground platforms as a vault-like, light-colored construction. Instead, an ordinary flat ceiling was built without the involvement of the architect Meinhard von Gerkan . Von Gerkan said that the construction costs were higher as a result of these rescheduling and that the construction time had even been extended. He sees Hartmut Mehdorn's profile as the sole reason . He was not allowed to speak at the opening of his plant, including on the changes. After this unauthorized rescheduling of the station, Gerkan sued Deutsche Bahn AG in October 2005 for copyright infringement. According to information from the railway company, the architect has doubled his fee to 39 million euros.
On November 28, 2006, the Berlin Regional Court upheld the lawsuit. The presiding judge stated that the main station had been "significantly distorted " by the installation of the flat ceiling, and that the planned ceiling could be installed at a later date. Deutsche Bahn put the cost of such a conversion at 40 million euros over a construction period of three years and announced the appointment . She also pointed out that she had repeatedly unsuccessfully called on the architects to reduce costs.
In a comment, the responsible board of directors of Deutsche Bahn justified the change in the basement with considerable cost increases. The originally planned costs would have been seven million euros, but in 1997 they were already twelve million euros. The award of the cheaper flat ceiling to another architect is due to Gerkan's refusal to undertake this planning himself.
In January 2008, the company reached an agreement with the architects' office. Accordingly, Deutsche Bahn pays an amount that is not known precisely to a gmp foundation to promote young architects.
Opening ceremony
On March 4, 2006, an ICE entered the underground station section for the first time.
On May 26, 2006, the station was officially opened in the early evening by Chancellor Angela Merkel , who arrived in a special train (ICE) from Leipzig together with the then Transport Minister Wolfgang Tiefensee . After 22:30, was to concerts by soul singer Ayman the Berlin band, Mariannenplatz and the rock band Reamonn one of the light artist Jerry Appelt designed light Symphony listed. As part of the “Long Night of the Station”, the station was open to visitors from midnight until 3 a.m. On May 27, in addition to a concert by BAP at the main train station, other events took place at the other new train stations Gesundbrunnen , Potsdamer Platz and Südkreuz . The Berlin Hauptbahnhof regional and long-distance train station officially went into operation on May 28, 2006. As the first train of the regional express to drove around 12:29 Eberswalde from. Initially, 164 long-distance and 314 regional train stops were offered daily.
Further development
In the first few months of operation, various changes were made to the service concept at the main station. An additional ServicePoint was set up on the south side as well as additional toilets and seating.
Since August 2016, trains have been dispatched on the S-Bahn platform by the driver using the driver's cab monitor (ZAT-FM).
Awards
In September 2007 the station was named station of the year by the “ Allianz pro Schiene ” association .
In 2008, the design of the main train station was recognized by the Brunel Awards , a prize for railroad design.
The plaque for the Access City Award 2013 awarded by the European Commission to the city of Berlin was affixed to Berlin's main train station. The main station building is a prime example of unhindered access to long-distance and regional transport in Berlin. The highest European award for accessibility was given to Berlin for one year.
Name of the station
For a long time there were discussions about the name of the new station. On the Berlin side, they wanted to keep the traditional name of Lehrter Bahnhof as the end point of the Berlin – Lehrte railway line that went into operation in 1871 , although the DB's working title for the construction project in the early planning phases was initially exclusively Lehrter Bahnhof . The DB later pointed out that this could lead to confusion, that it would not do justice to the central position of the new hub station and that only the name Berlin Hauptbahnhof would be adequate. In the summer of 2002 the Berlin Senate and Deutsche Bahn AG had a survey carried out among the Berlin population. From three options, a majority of 70 percent of the 7860 voters decided to keep the name Lehrter Bahnhof . Contrary to this vote and despite numerous protests, the state government and the administration of Deutsche Bahn decided on the double name Berlin Hauptbahnhof - Lehrter Bahnhof , which was officially used from December 15, 2002. In the spring of 2005, the DB announced that the station would drop its double name when it opened on May 26, 2006 and would only be called Berlin Hauptbahnhof . The station signs on the platform of the S-Bahn in the upper arrival hall still bear the addition of Lehrter Bahnhof .
According to the DB Netz system , the main station is still internally called Berlin Hauptbahnhof - Lehrter Bf . Colloquially, the term Lehrter Bahnhof is still used to describe the entire main station.
Accidents
In the stormy night of Hurricane Kyrill on January 18 and 19, 2007, two heavy steel girders broke off. One of the steel girders had come loose from the glass facade and fell onto the outside staircase. Several concrete steps were shattered under the force of the impact. The other girder had only partially loosened and was hanging diagonally from the glass facade.
On May 13, 2013, an empty train derailed on a switch at the northern exit of the lower part of the station. People were not harmed. The derailment occurred due to a human error: a dispatcher had changed the switch while driving over it.
Transport links
Long-distance transport
| line | course | Tact | level | |
|---|---|---|---|---|
| ICE 10 | Berlin Gesundbrunnen - Berlin Central Station - ( Wolfsburg -) Hanover - Bielefeld - Hamm - | Dortmund - Duisburg - Düsseldorf (- Cologne Exhibition Center / Deutz - Cologne / Bonn Airport ) | every hour until Hamm as a wing train | deep |
| Hagen - Wuppertal - Cologne (- Bonn - Koblenz ) | ||||
| ICE 11 | Berlin Gesundbrunnen - Berlin Hbf - Lutherstadt Wittenberg - Leipzig - Erfurt - Fulda - Frankfurt - Mannheim - Stuttgart - Augsburg - Munich | every two hours | ||
| ICE 11 | Berlin - Magdeburg - Braunschweig - Kassel-Wilhelmshöhe - Würzburg - Munich | one train a week at night | ||
| ICE 12 | Berlin Ostbahnhof - Berlin Hbf - Wolfsburg - Braunschweig - Göttingen - Kassel-Wilhelmshöhe - Fulda - Frankfurt - Mannheim - Freiburg - Basel (- Bern - Interlaken Ost ) | every two hours | high | |
| ICE 13 | Berlin Ostbahnhof - Berlin Hbf - Braunschweig - Göttingen - Kassel-Wilhelmshöhe - Fulda - Frankfurt South - Frankfurt Airport | every two hours | ||
| ICE 15 | Berlin Gesundbrunnen - Berlin Hbf - Berlin Südkreuz - Halle (Saale) - Erfurt - Frankfurt (- Darmstadt - Mannheim - Kaiserslautern - Saarbrücken ) | every two hours
(one pair of trains a day) |
deep | |
| ICE 18 | Hamburg - Berlin Hbf - Bitterfeld - Halle - Erfurt - Erlangen - Nuremberg - Ingolstadt / Augsburg - Munich | every two hours | ||
| ICE 28 | Hamburg - Berlin Hbf - Lutherstadt Wittenberg - Leipzig - Erfurt - Bamberg - Nuremberg - (Ingolstadt -) Munich | every two hours | ||
| ICE 29 | Berlin Gesundbrunnen - Berlin Hbf - Berlin Südkreuz - Halle (Saale) - Erfurt - Nuremberg - Munich | Five pairs of trains | ||
| ICE 91 | Berlin Hbf - Halle - Erfurt - Nuremberg - Passau - Linz - Vienna | a pair of trains a day | ||
| IC 17 | Rostock - Waren - Neustrelitz - Oranienburg - Berlin-Gesundbrunnen - Berlin Hbf - Berlin Südkreuz - Doberlug-Kirchhain - Elsterwerda - Dresden-Neustadt - Dresden | every two hours | ||
| EC 27 | Hamburg - Berlin - Dresden - Praha (- Brno - Budapest ) | every two hours
(one pair of trains a day) |
||
| IC 32 | ( Berlin - Hanover -) ( Münster - Recklinghausen ) or (Dortmund -) Duisburg - Aachen - Cologne - Koblenz - Mannheim - Stuttgart (- Lindau - Innsbruck / Tübingen ) | individual trains | ||
| IC 56 | Norddeich Mole / Emden outer harbor - Oldenburg - Bremen - Magdeburg - Berlin - Cottbus | a pair of trains | high | |
| IC 77 | Berlin Ostbahnhof - Berlin Hbf - Wolfsburg - Hanover - Osnabrück (- Münster ) / - Rheine - Amersfoort - Amsterdam | every two hours | ||
| EC 95 |
Berlin Hbf - Berlin Ostbahnhof - Frankfurt - Poznań - Warszawa
Berlin Hbf - Berlin Ostbahnhof - Frankfurt - Poznań - Bydgoszcz - Gdańsk - Gdynia |
four pairs of trains a day
a pair of trains a day |
||
| NJ |
ÖBB Nightjet Berlin-Charlottenburg - Berlin Hbf - Berlin Ostbahnhof - Frankfurt (O.) - Wrocław - Ostrava - Vienna |
a pair of trains a day | ||
| NJ |
ÖBB Nightjet Berlin Ostbahnhof - Berlin Hbf - ( Braunschweig - Göttingen -) Frankfurt (Main) - Mannheim - Freiburg - Basel - Zurich |
a pair of trains a day | ||
| EN |
Snallenåget Berlin Hbf - Hamburg - Copenhagen - Malmö (- Stockholm ) |
individual trains on individual days (seasonal) | deep | |
| EN |
Trans-Europa-Express Moskva - Vyazma - Smolensk - Orsha - Minsk - Baranavichy - Brest - Terespol - Warsaw - Poznan - Rzepin - Frankfurt - Berlin - Erfurt - Frankfurt (Main) - Paris |
3 train pairs / week | ||
| FLX 10 | Stuttgart Hbf - Heidelberg - Frankfurt (Main) Süd - Fulda - Eisenach - Gotha - Erfurt - Halle (Saale) - Berlin Hbf | 1–2 train pairs / day (discontinued until further notice) | ||
| FLX 30 | Berlin Südkreuz - Berlin Hbf - Berlin-Spandau - Wolfsburg - Hanover - Bielefeld - Dortmund - Essen - Duisburg - Düsseldorf - Cologne | 1 train pair / day | ||
Regional traffic
S-Bahn and U-Bahn
Tram and bus
In 2009, the planning approval procedure for the construction of a route that will connect the station to the Berlin tram network via Invalidenstrasse was in progress. In December 2010, the Berlin Administrative Court dismissed two lawsuits by residents and BUND against the two-lane and two-lane expansion of the road for car traffic planned in connection with the tramway expansion and recognized the construction project as feasible. The official start of construction was in spring 2011. Since December 14, 2014, the M5 line has been connecting the main station to the tram network.
| line | course |
|---|---|
 |
Zingster Strasse - Landsberger Allee / Petersburger Strasse - S Hackescher Markt - S + U Hauptbahnhof → Lüneburger Strasse |
 |
Ahrensfelde / city limits - Landsberger Allee / Petersburger Straße - S Nordbahnhof - S + U Hauptbahnhof → Lüneburger Straße |
 |
Lüneburger Strasse ← S + U Hauptbahnhof - Friedrich-Ludwig-Jahn-Sportpark - S + U Warschauer Strasse |
| M41 | Sonnenallee / Baumschulenstrasse - U Hermannplatz / Sonnenallee - U Hallesches Tor - S + U Potsdamer Platz - S + U Hauptbahnhof … - S + U Potsdamer Platz → Philharmonie Süd / ← Philharmonie |
| M85 | S Lichterfelde Süd - S + U Rathaus Steglitz - S + U Hauptbahnhof |
| TXL | Tegel Airport - S + U Hauptbahnhof - Robert-Koch-Platz |
| 120 | Wilhelmsruher Damm - Göschenplatz / S + U Wittenau - U Paracelsus-Bad - U Leopoldplatz - S + U Hauptbahnhof - Seydlitzstraße |
| 123 | S + U Hauptbahnhof - Goebelplatz - Mäckeritzwiesen |
| 142 | U Leopoldplatz - S + U Hauptbahnhof - S Ostbahnhof |
| 147 | S Ostbahnhof - U Märkisches Museum - S + U Hauptbahnhof |
| 245 | Hertzallee - S + U Zoologischer Garten - Franklinstrasse - U Turmstrasse - S + U Hauptbahnhof - S + U Alexanderplatz / Memhardstrasse → Memhardstrasse |
| N20 | Hainbuchenstrasse - Central Station |
| N40 | U Turmstraße - S + U Hauptbahnhof - Wühlischplatz |
ship
In the course of the rebuilding of the Humboldthafen , the station will be given an opportunity to transfer to passenger shipping.
criticism
Already in the construction phase of the new station, criticism of its concept, the size and especially the associated mushroom concept was loud. One of the main points of criticism was the cost of the building and the associated restructuring of the Berlin route network (estimates assume total expenditure of ten billion euros). The EU MP and transport expert for the Berlin Greens , Michael Cramer , complained about the cost explosion and the fact that the train station was planned in the times of the post-reunification euphoria, when a population of six million or more was forecast for Berlin.
Critics also took offense at the fact that the new train station was not integrated into a functioning residential or business district, but was, as it were, in no man's land. The mockery of a newspaper that was making the rounds in the 19th century when the old Lehrter train station opened was taken up again: “As far as the eye can see, nowhere is a building whose occupants could use this stop”. This played on both of them, among other things nearby prisons: the Lehrter Strasse cell prison (demolished 1957/1958) and today's Moabit prison . The inadequate connection of the station to the Berlin local transport network was also criticized. A north-south S-Bahn with a stop at the new main station was originally planned for 2005, but even before the new main station opened, it was foreseeable that years would pass before this ("Project S21 " first construction phase) heads north ( currently [2020] planned for 2026) and the subway towards Alexanderplatz (currently [2020] planned for 2021).
Earlier plans also considered the Friedrichstrasse station as the location of the new Berlin Central Station, as several S, U-Bahn and tram lines already converge there. This was not realized because of the high construction costs.
The protest became particularly loud when, contrary to the original plans of the mushroom concept, the long-distance train stops at the Zoo station were canceled.
The old building of the Lehrter Stadtbahnhof had to give way to the building project of the main station, although it was under monument protection and was renovated in 1987 for ten million marks .
Others
In the television series Supergirl , the reception building at Berlin Central Station is used as the company headquarters of the industrialist and temporary rival Maxwell Lord.
In the basement there is a detailed, true-to-scale model of the entire station.
literature
- Oltmann Reuter: Lehrter Bahnhof 1994-2002. The emergence of the "new" Lehrter station is documented in aerial photographs . photographed by Oltmann Reuter. 1st edition. Luftbildverlag, Berlin 2002, ISBN 3-936828-02-4 (volume 2 of a three-part series; volumes 1 and 3 have not yet been published (as of 2013)).
- Klaus Grewe, Bernd Timmers (ed.): The engineering station. The construction of the new Berlin Central Station . Photos by Roland Horn. Verlag HM Nelte, Wiesbaden 2005, ISBN 3-932509-30-7 ( review in the Frankfurter Allgemeine Zeitung , November 18, 2005).
- Bernd Kuhlmann: Railway node Berlin. The development of the Berlin railway network since 1838 . GVE-Verlag, Berlin 2006, ISBN 3-89218-099-7 .
- Reinhard Alings, Alfred Gottwaldt, Falk Jaeger: Berlin Central Station . Photos by Roland Horn. Nicolaische Verlagsbuchhandlung, Berlin 2006, ISBN 3-89479-327-9 .
- Erich Preuss: Berlin Central Station . Motorbuch, Stuttgart 2006, ISBN 3-613-71273-3 .
- Meinhard von Gerkan : Banal circus decoration. An angry speech . In: Süddeutsche Zeitung . Munich May 26, 2006 ( sueddeutsche.de [accessed March 10, 2013]).
- Michael Bleckmann, Michael Krolop, Bernd Oliver Sydow: Railways in Berlin. A journey through time through the eighties and nineties . EK-Verlag, Freiburg 2012, ISBN 978-3-88255-234-8 .
Web links
- Tracks in service facilities (BL) , DB Netz AG (PDF; 7.61 MiB)
- Location, course, permissible speeds and signals on the OpenRailwayMap
- Berlin Hauptbahnhof on the Deutsche Bahn website bahnhof.de with a map (PDF; 2.76 MiB)
- BVG map of the train station (PDF; 233 KiB)
- Description of the underground station ( memento from February 12, 2013 in the web archive archive.today )
- Photo documentation of the construction on a private website
- Interactive 360 ° panorama tour through the train station
Individual evidence
- ↑ Query of the course book route 200 at Deutsche Bahn.
- ↑ Printed matter 19/19475 of the German Bundestag. Retrieved on August 13, 2020 (answer to a small request from the FDP).
- ↑ Hamburg Hbf was the station with the most visitors in 2019. Accessed on August 13, 2020 (current visitor numbers for 2019).
- ↑ Number of visitors and travelers per day at selected train stations in Germany in 2017. From : handelsdaten.de , January 2017, accessed on March 24, 2019
- ↑ a b c d Deutsche Bahn, AG, Kommunikation (Ed.): Drehscheibe Berlin. Berlin Hauptbahnhof - Lehrter Bahnhof . January 2005, p. 10–13 (39-page brochure).
- ^ Deutsche Bahn, AG, communication (ed.): Drehscheibe Berlin. Berlin Hauptbahnhof - Lehrter Bahnhof . January 2005, p. 28 (39-page brochure).
- ↑ Deutsche Bahn AG: Guideline 100 - Abbreviations for localities .
- ↑ a b c Berlin: Lehrter Bahnhof completed in 2005 . In: Railway technical review . tape 48 , no. 7/8 , 1999, p. 507 .
- ↑ a b c d Berlin has train station of the year . In: DB World . Regional part east. November 2007, p. 23 .
- ↑ Five years of the main train station: Big party with celebrities. In: Welt Online . May 12, 2011. Retrieved May 12, 2011 .
- ↑ Berlin Passenger Association IGEB: No money for the Perleberger Brücke S-Bahn station, but money for useless S21 shuttle service . In: SIGNAL . No. 02/2014 . GVE-Verlag, 2014, p. 21 ( signalarchiv.de [PDF]).
- ↑ City-S-Bahn is becoming more expensive and could be delayed. In: Berliner Morgenpost . January 15, 2019, accessed January 18, 2019 .
- ↑ S-Bahn Berlin S 21 → schedule. In: Our construction projects . Archived from the original ; accessed on January 18, 2019 .
- ↑ a b Berlin: The U55 is finished. In: bahnaktuell.net. December 8, 2009, accessed December 1, 2013 .
- ↑ Berlin's subway lines - The Chancellor's U-Bahn ( memento from September 23, 2015 in the Internet Archive )
- ^ Deutsche Bahn, AG, communication (ed.): Drehscheibe Berlin. Berlin Hauptbahnhof - Lehrter Bahnhof . January 2005, p. 16 (39-page brochure).
- ↑ Architects of the shop fitting. Retrieved November 6, 2014 .
- ↑ Station shops are fighting for Sunday opening. In: Berliner Morgenpost . April 21, 2010, accessed April 21, 2010 .
- ↑ Andreauppe: 100 days at the main station. In: The world . August 30, 2006, accessed August 30, 2006 .
- ↑ Deutsche Bahn AG (ed.): Deutsche Bahn AG and Verkehrsverbund Berlin-Brandenburg draw a positive balance of the passenger development in regional traffic since the opening of the north-south tunnel . February 8, 2007 (press release).
- ↑ number of the month . In: DB World . Regional edition west. February 2009, p. 21 .
- ↑ a b c d e f DB Projekt Verkehrsbau GmbH (Ed.): Drehscheibe Berlin. Lehrter station . 24-page brochure. August 2002, p. 4, 8, 11 f., 14, 16, 18, 20, 22 .
- ↑ Neither horse nor meat - sculpture and architecture rolled into one. juergen-goertz.com, accessed on March 7, 2013 .
- ↑ Chaos again at the main train station. In: Berliner Zeitung. January 22, 2007, accessed January 22, 2007 .
- ↑ a b Should the roof at the main train station be extended? In: Der Tagesspiegel (online edition), January 30, 2012.
- ↑ Peter Thomas: Fast and on time . In: Frankfurter Allgemeine Sonntagszeitung . No. 19 , 2013, pp. V13 ( faz.net ).
- ↑ a b Berlin Hbf: three months total closure . In: Eisenbahn-Revue International . No. 7 , July 2013, p. 327 .
- ↑ Trains at the main train station should be faster again. DB Mobility Logistics AG, April 20, 2013, archived from the original on June 29, 2013 ; Retrieved January 5, 2016 .
- ^ Berliner Stadtbahn: Construction work took longer . In: Eisenbahn-Revue International . No. December 12 , 2019, ISSN 1421-2811 , p. 611 .
- ↑ a b c d e f g Wolf-Dieter Siebert, CEO of DB Station & Service AG: A roof, exactly as long as originally planned. Comment. In: Der Tagesspiegel . January 13, 2007, accessed January 13, 2007 .
- ↑ a b Christian Tietze: “Shrinking Concept” for the Berliner Fernbahnkreuz? In: Eisenbahn-Revue International . Issue 11/2000, November 2000, pp. 524-527 .
- ↑ BT-Drs. 17/4005 , p. 3.
- ↑ Monopoly Deal - Investor buys New York neighborhoods for 5.4 billion. In: Spiegel Online . October 18, 2006, accessed October 18, 2006 (7th paragraph).
- ^ Tishman Speyer Building: The Empire of a New York Magnate. In: Spiegel Online . October 18, 2006, accessed on December 7, 2017 (photo gallery Fig. 9).
- ↑ a b The foundation stone for the Lehrter station sunk - and for the Transrapid at the same time . In: Locomotive Report . Issue 11, 1998, pp. 16 .
- ^ Sven Andersen: Berlin - unused capacities for decades . In: Eisenbahn-Revue International . Issue 10/2005, October 2005, p. 492-494 .
- ↑ Foundation stone for Lehrter Bahnhof . In: Eisenbahn-Revue International . Issue 11/1998, November 1998, pp. 451 .
- ↑ ICE to Rostock . In: Eisenbahn-Revue International . Issue 10/2001, October 2001, p. 426 .
- ↑ Berlin S-Bahn: Race against time . In: Eisenbahn-Revue International . Issue 5/2002, May 2002, p. 212 .
- ↑ a b Light rail swiveling with train diversions in Berlin . In: Eisenbahn-Revue International . Issue 8–9 / 2002, August 2002, pp. 398 f .
- ↑ Construction of the Berlin Central Station in the hot phase. In: Der Spiegel . July 30, 2005, accessed April 9, 2009 .
- ↑ BT-Drs. 16/4512 Response of the Federal Government to the minor question from MPs Anton Hofreiter, Winfried Hermann, Peter Hettlich, other MPs and the Bündnis 90 / Die Grünen parliamentary group. Cost overruns in Deutsche Bahn AG construction projects (PDF; 66 KiB).
- ↑ a b Hauptbahnhof more expensive than known . In: Der Tagesspiegel , January 26, 2007.
- ↑ BT-Drs. 17/4005 Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Winfried Hermann, Dr. Valerie Wilms, another member of parliament and the Bündnis 90 / Die Grünen parliamentary group - printed matter 17/3757 - Fulda rounds of the Deutsche Bahn AG and financing agreements for requirements plan projects . (PDF; 80 KiB), p. 3.
- ^ D-Berlin: Expansion of buildings, tender in the electronic gazette of the European Union.
- ↑ a b Now comes life in the bow structures at the main station . In: DB Welt , April 2010 edition, p. 19.
- ↑ a b c d All-round package for the new railway domicile . In: DB Welt , April 2010 edition, p. 14.
- ↑ Stress of moving at the railway. In: Der Tagesspiegel , February 14, 2010.
- ↑ a b Bahn cannot find tenants for the main station tower. In: Berliner Morgenpost , August 2010.
- ↑ DB Station & Service moves into offices in the temple buildings . In: DB Welt , issue 2/2011, p. 10.
- ↑ Hartmut Mehdorn: "I never wanted to be a diplomat" . Hoffmann and Campe, Berlin 2007, ISBN 978-3-455-50047-9 , p. 107.
- ↑ Federal Administrative Court BVerwG 9 A 40.02 - judgment of May 21, 2003, reason 7
- ↑ a b c Federal Ministry of Transport, Building and Urban Development: Report on the feasibility of extending the hall roof of Berlin Central Station to the originally planned length (PDF; 41 kB). Document dated June 19, 2008.
- ^ Association of German Architects u. a. (Ed.): Renaissance of the railway stations. The city in the 21st century . Vieweg Verlag , 1996, ISBN 3-528-08139-2 , pp. 110-128 .
- ^ Sabine Gundlach: Waste of money building the new main station? In: Berliner Morgenpost . January 12, 2007, archived from the original on September 30, 2007 ; accessed on December 1, 2013 .
- ^ Federal Administrative Court (ed.): The platform roof of the Lehrter station in Berlin could be shortened. Press release No. 24/2003 on BVerwG judgment 9 A 40.02 of May 21, 2003.
- ↑ Large majority for roof extension at Berlin Central Station. In: Today in the Bundestag. June 25, 2008, archived from the original on July 10, 2008 ; accessed on December 1, 2013 .
- ↑ Bahn-Report , 4/2013 p. 45/46.
- ↑ Lars Petersen: Glass roof there, glass roof gone? In: Berliner Zeitung . No. 172 , June 27, 2013, p. 12 ( bz-berlin.de ).
- ^ Deutsche Bahn AG (Ed.): Investigation into the roof extension at Berlin Central Station is ongoing . Press release from June 26, 2013.
- ↑ News in brief - Railway . In: Berliner Verkehrsblätter . No. 3 , 2018, p. 56 .
- ^ Bahn loses copyright dispute over Berlin Central Station. At: Spiegel Online , November 28, 2006.
- ^ Press release from Deutsche Bahn from November 28, 2006 , accessed on December 12, 2010.
- ^ Bahn and star architect agree on a comparison. At: Spiegel online , January 24, 2008.
- ↑ message Premiere at the main station . In: Eisenbahn-Revue International , issue 5/2006, p. 210 f.
- ↑ a b c d message Berlin Central Station inaugurated . In: Eisenbahn-Revue International , issue 7/2006, p. 323.
- ^ Deutsche Bahn (Ed.): Bahnstadt Berlin: Expansion of the infrastructure from 1990 to 2015 . Berlin, 2006, p. 83.
- ↑ Stroll and shop in the Glaspalast . In: DB Welt , June 2007 edition, p. 10.
- ↑ News in brief - S-Bahn . In: Berliner Verkehrsblätter . No. 10 , 2016, p. 203 .
- ^ Pro-rail alliance: Berlin and Landsberg are the stations of the year 2007 ( Memento from September 28, 2010 in the Internet Archive ).
- ↑ Deutsche Bahn AG: Hall roof of Dresden Central Station and redesign of ICE 1 awarded "Brunel Award 2008" . Press release from September 30, 2008.
- ↑ Markus Falkner: Hauptbahnhof sets standards in accessibility . In: Berliner Morgenpost . No. 234 , August 28, 2013, ZDB -ID 749437-3 , p. 12 ( morgenpost.de ).
- ↑ Berlin Central Station: Broken steel girder makes Mehdorn difficult to explain . In: Spiegel Online . January 19, 2007 ( spiegel.de [accessed November 23, 2017]).
- ↑ Steel girder crash: Berlin's breakdown station - in future closed from wind force eight . In: Spiegel Online . January 19, 2007 ( spiegel.de [accessed November 23, 2017]).
- ↑ Crashed steel girder: near disaster in Mehdorn's prestige building . In: Spiegel Online . January 19, 2007 ( spiegel.de [accessed November 23, 2017]).
- ↑ Peter Neumann: Train accident at the main station: Derailed train: switched too late . In: Berliner Zeitung . May 15, 2013 ( berliner-zeitung.de [accessed November 23, 2017]).
- ↑ The IC to the Baltic Sea is coming: Fast from Dresden to Rostock! DB Mobility Logistics AG, December 3, 2019, accessed on January 4, 2020 .
- ↑ Tenants and landlords fear an onslaught of cars: New Invalidenstrasse - there are plans and complaints. In: Berliner Zeitung . May 12, 2009. Retrieved May 12, 2009 .
- ↑ Tram to the main train station: Court approves expansion of Invalidenstrasse. In: tagesspiegel.de. Der Tagesspiegel , December 22, 2010, accessed on December 22, 2010 .
- ↑ Central station gets a new S-Bahn and tram connection: Faster to the train. In: Berliner Zeitung . June 7, 2011, accessed June 7, 2011 .
- ↑ In December the first tram goes to the main train station. In: tagesspiegel.de. Der Tagesspiegel , November 9, 2014, accessed on November 9, 2014 .
- ^ Rolf Lautenschläger: Signal for the stock exchange. In: The daily newspaper . May 26, 2006, accessed May 26, 2006 .
- ↑ Peter Neumann: The principle of hope. In: Berliner Zeitung. April 5, 2006, accessed April 5, 2006 .
- ↑ Peter Neumann: Senate wants to put money for S 21 to Lehrter Bahnhof: green light for the new north-south railway. November 2, 1999, accessed October 29, 2019 (German).
