Biesdorf Cross
The Biesdorfer Kreuz is a level crossing in the east of Berlin . It crosses the west-east long-distance line Berlin - Küstrin-Kietz border ( Ostbahn ) with the Berlin outer ring running north-south in this area (section between Grünauer Kreuz and Karower Kreuz). These main lines have connecting curves in the Biesdorfer Kreuz, through which trains can travel from any direction in any direction. In addition to the long-distance railway junction, there is a branching off of the S-Bahn lines from Berlin-Friedrichsfelde Ost to Springpfuhl and to Biesdorf .
Biesdorfer Kreuz is also the name of the operating point with the central signal box of the same name , from which not only the routes of the immediate cross and its connecting curves , but also the adjacent train stations or branches Berlin-Hohenschönhausen , Berlin-Marzahn and Biesdorfer Kreuz Nord of the long-distance railway as well Biesdorfer Kreuz S-Bahn, Springpfuhl and Berlin-Marzahn can be remotely switched to the S-Bahn.
The Biesdorfer Kreuz is located west of the district of Biesdorf , after which it is named.
history
prehistory
The first railway line in the area of today's Biesdorfer Kreuz was the Prussian Eastern Railway , which opened on October 1, 1867 . It led from the old Berlin Ostbahnhof via Strausberg to Cüstrin (Küstrin, today Kostrzyn ) and has a connection there to the already existing Ostbahn line from Frankfurt (Oder) to Landsberg an der Warthe (today Gorzów Wielkopolski ) and on to Königsberg (today Kaliningrad ).
In 1898 the branch line from Berlin to Wriezen was opened. At that time it branched off in the area of today's S-Bahn station Friedrichsfelde Ost and ran from there directly via Marzahn to Ahrensfelde.
With the growing long-distance traffic on the Ostbahn, a direct connection to the Berlin Stadtbahn became possible. For this purpose, a new line was built with the VnK line , which connected the Kaulsdorf station via Rummelsburg with the city railway south of today's Biesdorfer Kreuz .
On November 6, 1928, electrical operations began on the suburban tracks of the Ostbahn between the Schlesisches Bahnhof (today Ostbahnhof) and Kaulsdorf. Since December 15, 1930, the direct current trains of the S-Bahn have continued to Mahlsdorf.
Even before the First World War there were projects for a bypass line around Berlin, primarily for freight and military traffic. This railway was implemented on several sections in the west of Berlin, but it was not initially extended to the east of the city. This project was only taken up again in the “ Third Reich ”; partly because of the requirements of freight transport, partly because of the plans of Hitler and his designer Speer to build the world capital Germania in Berlin . In the south and east of Berlin, parts of the outer freight ring (GAR) were built, which only went into operation as a single track and provisionally only after the beginning of the Second World War . On January 1, 1941, it was opened between Teltow and Biesenhorst (on the connection to the VnK route), and operations between Biesenhorst and Berlin-Karow began on October 6, 1941 . In 1944/45 the GAR was expanded to two tracks on some sections. The GAR crossed the Eastern Railway to the west of Biesdorf. The plans at that time already envisaged the construction of a marshalling yard in Wuhlheide south of the Biesdorfer Kreuz and abandoning the direct route of the Wriezener Bahn between Lichtenberg and Springpfuhl and guiding the route over the outer freight ring. However, these were no longer realized during the war.
After the Second World War
With the end of the Nazi dictatorship, Germany, and with it the later GDR, had to pay extensive reparations to the victorious powers. Among other things, a track of the double-track Eastern Railway was dismantled and, like many rails, transferred to the Soviet Union . The outer freight ring between Biesenhorst and Karow was also dismantled. The electric S-Bahn service on the Ostbahn was extended in 1948 from Mahlsdorf to Strausberg.
With the division of Germany and Berlin and the acceleration of the Cold War , the need for high-performance railway lines that no longer touched the area of West Berlin grew . The outer freight ring between Biesenhorst and Karow was rebuilt on April 1, 1950. At Biesdorf the single-track Eastern Railway crossed the still single-track outer freight ring. In the following years, the double-track Berlin outer ring was built around Berlin , which used the GAR route on some sections in the east of the city. It made it possible for the Deutsche Reichsbahn in the GDR to bypass West Berlin completely. The ring was completed on October 7, 1956, and the single-track sections north and west of Berlin were expanded to double-track by 1961. On October 1, 1953, the Wuhlheide marshalling yard was opened between the Ostbahn and the Frankfurter Bahn. In addition, a new connecting curve enabled journeys from the VnK route to the Ring in the north, which was used by trains from the Ostbahnhof in the direction of the Baltic Sea. Nevertheless, in the area of the Biesdorfer Kreuz as the only section of the outer ring, the infrastructure remained essentially unchanged until the second half of the 1960s. The line continued to run on the GAR route and remained a single track.
The Biesdorf Cross
The Biesdorfer Kreuz was essentially created in the 1970s.
From December 1965 to September 1967 the plans for the Springpfuhl-Wuhlheide-Eichgestell project were in progress at the Deutsche Reichsbahn . The ring should be expanded, accelerated and straightened here. The plans envisaged extensive crossings based on the model of the Grünauer Kreuz for the area of the Biesdorfer Kreuz as well as for Wuhlheide. The project also included the construction of the Spree Bridge south of Wuhlheide and the re-routing and straightening of the route in this area.
The first expansion stage went into operation on September 26, 1971. Further expansion phases followed in January 1975 and March 1980. In the area of the Biesdorfer Kreuz, the S-Bahn was moved from the north to the south side of the long-distance railway tracks of the Eastern Railway. Friedrichsfelde Ost station was rebuilt 500 meters west of its original layout at the intersection with Rhinstrasse. In 1976, a S-Bahn branch for the line to Marzahn went into operation at the Biesdorfer Kreuz, which was extended to Ahrensfelde in the following years and later got a branch to Wartenberg shortly after Springpfuhl.
The previous direct route of the Wriezener Bahn between Lichtenberg and Springpfuhl was abandoned in 1971 and the trains passed over the Biesdorfer Kreuz. After the expansion of the Biesdorfer Kreuz, travel options from the southern Berlin outer ring to the Ostbahn were created. This made the eastern part of the VnK line between the outer ring and Kaulsdorf unnecessary. The last train ran there in 1978, the route was used for the construction of the subway to Hönow . A direct connection from the VnK route and thus from the Stadtbahn in the direction of the city center to the Ostbahn was thought to be dispensable from the point of view of the time; there is no such connection at the Biesdorfer Kreuz.
In 1976 and 1978, S-Bahn and long-distance trains were switched to the Bik central signal box. Originally, the points, signals and barriers on the routes were operated mechanically by local signal boxes. With the exception of the Biesdorf signal box, all of these command, switches and gatekeeper interlockings were replaced by the Bik central interlocking.
To the north of the Biesdorfer Kreuz, the Berlin Nordost station was built on the outer ring for freight traffic . It initially went into provisional operation on July 4, 1977, and the plant was expanded in 1984. By 1984, the outer ring in this area had been completely expanded to two tracks. In 1984 electrical operation began on the eastern Berlin outer ring and on the connection to Berlin-Lichtenberg train station.
The construction of the Wuhlheide cross was repeatedly postponed until the end of the GDR, because the corresponding projects involved an expansion of the Berlin-Karlshorst train station and the modernization of the Berlin Wuhlheide marshalling yard. The reasons for this postponement were the lack of material and construction capacities as well as the operational hindrances to be expected during the renovation period, which would have affected large parts of the Deutsche Reichsbahn network. However, the decline in traffic and the shift in traffic flows after the fall of the Berlin Wall basically made this project unnecessary.
After 1989
With the collapse of the GDR and the socialist economic system, a large part of the economic flow of goods within East Germany and from and to the former Comecon countries ceased. This was accompanied by a decline in industrial and agricultural production. As a result, rail traffic collapsed significantly, and rail systems were dismantled. The Berlin Wuhlheide marshalling yard was closed on January 10, 1994 and subsequently dismantled except for the main tracks.
The operational names of the former signal box districts were changed from 1992 to the names of the remote control units. The former Biko (Biesdorfer Kreuz Ost) became BBIKO, similar to the other signal box districts.
In November 2019, the S-Bahn lines linked in the Biesdorfer Kreuz were converted to ESTW technology and equipped with ZBS . The operator station of the ESTW S7 Ost is located in the operations center of the S-Bahn Berlin in the former switching and rectifier plant in Halensee .
Infrastructure
The infrastructure of the long-distance railways is operated by DB Netz AG , DB Station & Service AG and DB Energie GmbH . The infrastructure for the S-Bahn is operated by DB Netz AG, S-Bahn Berlin GmbH and DB Energie GmbH.
Location in the network
The Biesdorfer Kreuz is located on route kilometer 32.1 of the eastern Berlin outer ring between the branches Eichgestell Nord and Karow Ost and on kilometer 7.5 of the Eastern Railway between the stations Berlin-Lichtenberg and Mahlsdorf. In addition to the connecting curves of these two main routes, which enable the journey from any direction in any direction, there is an additional connecting route via Berlin-Rummelsburg in the direction of Berlin Ostbahnhof .
The Berlin outer ring enables the complete bypass of Berlin. The branch lines to Lichtenberg and Rummelsburg allow further passage through Berlin in the direction of Berlin Ostkreuz and Ostbahnhof as well as the Berlin inner ring .
On the graphic, the Biesdorfer Kreuz is at the intersection of the eastern Berlin outer ring with the routes towards Wriezen and Küstrin-Kietz.
Network infrastructure
Operating points, routes and tracks (roadway)
The following remote operating points belong to the Biesdorfer Kreuz (list with their DB network-internal abbreviations).
Long-distance railway branches:
- BBIKW - Biesdorfer Kreuz West
- BBIKV - Biesdorfer Kreuz Südwest
- BBIKS - Biesdorfer Kreuz Süd
- BBIKM - Biesdorf Cross Center
- BBIKO - Biesdorfer Kreuz Ost
- BBIKL - Biesdorfer Kreuz Südost
- BHSH - Berlin-Hohenschönhausen
Railway stations:
- BMAR - Berlin-Marzahn
- BBKN - Biesdorfer Kreuz Nord
Train
Branch point
- BBKS - Biesdorfer Kreuz S-Bahn
Breakpoints:
- BFFO - Friedrichsfelde Ost
- BPOE - Poelchaustrasse
Railway stations:
- BSPH - Springpfuhl
- BMAZ - Berlin-Marzahn
The following routes belong to the Biesdorfer Kreuz.
Long-distance railway
| Route no. | from ... to | Tracks | electrified | Vmax in km / h |
|---|---|---|---|---|
| 6067 | BBKN branch Karow East | 2 | Yes | 120 |
| 6069 | BBIKS – BBIKV | 1 | Yes | 80 |
| 6070 | Rummelsburg ( Vnk ) -BBKN | 1 | Yes | 100 |
| 6071 | BBIKW – BBIKV | 1 | Yes | 60 |
| 6072 | Lichtenberg – BBKN | 2 | Yes | 100 |
| 6074 | BBKN – BBIKO | 1 | No | 60 |
| 6075 | BBIKM – BBIKO | 1 | No | 80 |
| 6076 | BBIKS – BBIKL | 1 | Yes | 100 |
| 6078 | Lichtenberg – Strausberg | 1 | yes to BBIKL | 60/100 |
| 6080 | Calibration frame - BBIKS | 2 | Yes | 80/120 |
| 6160 | BBKN-BNO-BHSH | 1 | Yes | 100 |
Train
| Route no. | from ... to | Tracks |
|---|---|---|
| 6006 | BFFO – BBKS – BBIKO | 2 |
| 6011 | BBKS-BSPH-BMAZ | 2 |
| 6012 | BSPH – Wartenberg | 2 |
Security technology
The Bik interlocking is a GS II Sp 64b track diagram interlocking from the plant for signaling and security technology in Berlin with separate operating and signaling devices (control table and signaling panel). It has two dispatcher districts , the Fdl Fernbahn and the Fdl S-Bahn. Both Fdl are continuously manned and usually change jobs halfway through each shift.
All long-distance railway lines are equipped with line block facilities. Self- setting is available for individual routes .
The ESTW S7 Ost of the S-Bahn operations center has been responsible for the S-Bahn routes since 2017. The parking area includes the sections from Lichtenberg to Biesdorf , Ahrensfelde and Wartenberg. The lines are equipped with the S-Bahn Berlin train control system.
Level crossings at the same height
Long-distance railway: Rummelsburg-BBKN, Vattenfall's interest barrier with separate operating instructions
S-Bahn: BBKS-Kaulsdorf, Post 5 Biesdorf Brebacher Weg, signal-dependent electrical full barrier
Long-distance and S-Bahn: BBKS-Kaulsdorf, Post 3 Biesdorf Oberfeldstraße, signal-dependent electric full barrier (see fig.)
bridges
With the exception of three streets, all railway lines and streets cross in the Biesdorfer Kreuz level. These are railway overpasses and underpasses. A rough overview is given in the illustration of the route crossing plan .
Traction
The electrified long-distance railway tracks are spanned with overhead lines ( AC voltage : 15 kilovolts, 16.7 Hertz ). Lines 6074 (track 13) and 6075 (track 11) and the Eastern Railway from BBIKL are without overhead lines. The responsible central switching point is the Berlin control room . A local control device is not available.
The S-Bahn tracks have a conductor rail with a direct voltage of 750 volts.
Other plants
- Telecommunication systems ( line telephones , train , shunting and maintenance radio, GSM-R systems)
- Intrusion alarm systems
- Emergency power generators
- Point heating , fed from the public 50 Hz network and the 16.7 Hz overhead line network
- Hot runner and stall detection system
Traffic systems
The following access points and platforms are in the parking area of the Biesdorfer Kreuz :
- The long-distance train stop Berlin-Hohenschönhausen with two outside platforms . The operator is DB Station & Service AG .
- The S-Bahn stations Friedrichsfelde Ost , Poelchaustraße, Springpfuhl and Berlin-Marzahn each with a central platform . The operator is the S-Bahn Berlin GmbH .
On these traffic points u. a. Telecommunications systems (loudspeakers, direction indicators, emergency telephones ), elevators and stairs, platform roofs, pedestrian bridges and tunnels.
Traffic importance
Traffic volume (as of 2017 timetable)
Long-distance railway
The Biesdorfer Kreuz is used by DB Regio with the line RB 24 from Senftenberg to Eberswalde, since the new allocation in 2015 the Niederbarnimer Eisenbahn with the lines RB 12 to Templin Stadt via the Berliner Nordbahn , the RB 25 to Werneuchen , and the RB 26 to Kostrzyn (Poland) via the Eastern Railway . The regional trains run every hour. There are also special , relief or diversion trains. Furthermore, regular and consumer goods trains run via the outer ring and the Ostbahn.
Train
The S-Bahn lines S 5 between Westkreuz and Strausberg Nord, the S 7 between Potsdam Hauptbahnhof and Ahrensfelde and the S 75 between Warschauer Straße and Wartenberg run across the Biesdorfer Kreuz . The S-Bahn runs through the Biesdorfer Kreuz in rush hour every five or ten minutes and in times of less traffic sometimes every 20 minutes.
outlook
In perspective, the replacement of the previous control and safety technology by a central electronic interlocking (ESTW) can be expected. This not only replaces the old track diagram technology, which is becoming increasingly complex to maintain, but is also intended to accelerate train control and connect the train route with passenger communication on the platforms and on the Internet.
literature
- Reinhard Demps: Eisenbahnreviere Berlin , Transpress Verlag, Berlin 1995, ISBN 3-344-71011-7
- Gerhard Greß: Berlin Transport Knot , EK-Verlag, Freiburg 2003, ISBN 3-88255-284-0
Web links
Individual evidence
- ↑ a b Bernd Kuhlmann: Bahnknoten Berlin, The development of the Berlin railway network since 1838 . Verlag GVE, 2006, ISBN 3-89218-099-7 , pp. 73/74
- ↑ a b Bernd Kuhlmann: Bahnknoten Berlin, The development of the Berlin railway network since 1838 . Verlag GVE, 2006, ISBN 3-89218-099-7 , p. 90
- ^ Gerhard Greß: Berlin transport hub . EK-Verlag Freiburg 2003, ISBN 3-88255-284-0 , p. 55
- ↑ a b c d e Bernd Kuhlmann: Bahnknoten Berlin, The development of the Berlin railway network since 1838 . Verlag GVE, 2006, ISBN 3-89218-099-7 , pp. 134-136
- ^ Operating route plan of the Reichsbahndirektionbezirks Berlin , October 1967
- ^ A b Sandra Spieker: The construction site at the Biesdorfer Kreuz in numbers. Press release. In: s-bahn.berlin. November 22, 2019, accessed July 26, 2020 .
Coordinates: 52 ° 30 ′ 53 ″ N , 13 ° 32 ′ 19 ″ E