Ghost train station

from Wikipedia, the free encyclopedia
The reopened and now rebuilt former ghost train station Potsdamer Platz
Station sign of the former ghost station Unter den Linden from the 1930s, now: Brandenburg Gate station

Geisterbahnhof is originally a slang term (and used there for the first time in German-speaking countries) for the S-Bahn and U-Bahn stations located in the tunnel in Berlin between the construction of the Berlin Wall in 1961 and its fall in 1989, which became pure transit stations due to the division of the city . The Berlin colloquial language had taken up the association with ghost trains and train stations, because on the one hand these stations were located in tunnels, but for travelers driving through these stations at reduced speed between 1961 and 1989 actually created a vague feeling that was spooky , claustrophobic or creepy has been described.

On the basis of this, however, this term expanded and is now used, for example, for a train station that has never been put into operation or is structurally largely in a working condition, but is no longer in operation, and similar cases. Increasingly, this also applies to decommissioned above-ground facilities, right up to completely or only partially dismantled freight and marshalling yards, which, as unused or underused fallow land, could not or not yet be put to new use.

This (considerably expanded) concept formation has nothing in common with its original emergence, it was related to a few S-Bahn and U-Bahn stations in Berlin.

history

The term Geisterbahnhof was coined in German-speaking countries starting from Berlin: It was initially assigned to the East Berlin tunnel stations of the S-Bahn and U-Bahn , which operated on Sunday, August 13, 1961, on the day the construction of the Berlin Wall began , during the shutdown between 1 and 4 a.m. for passenger changes and were henceforth passed by three West Berlin lines without stopping. This resulted from the location of the Mitte district , which belonged to the eastern part of the city and bordered West Berlin in the north, west and south. Until 1961 it was on two underground lines (C and D, then: 6 and 8, today: U6 and U8) and a S-Bahn tunnel route (from 1984: S1 and S2, today: S1, S2 and S25), which led from the western part through the eastern part back to the western part. When the company was split up in the 1950s, the subways had already been assigned to BVG (West); the GDR leadership could not or did not want to risk a complete blockage of operations below the Mitte district as a conflict, on the contrary: for the From 1963 onwards, the BVG had to transfer considerable amounts of D-Mark to BVB (East) every month for transit traffic .

The name Geisterbahnhof gives the impression that passengers on the West Berlin lines from August 13, 1961 (and until 1989) got when they were traveling at reduced speed (on the subway, which was mainly used by West Berliners, initially 15 km / h, later 25 km / h) through one of the barely lit, only guarded by individual armed border soldiers (the actual border stations) or transport police (all other stations) of the GDR (formerly highly frequented by passengers) station: this was from the GDR border regime on the one hand intends to spread an indeterminable "fear" (which is why various West Berlin associations and companies were prohibited from using these lines), on the other hand, from 1961 onwards, an increasingly sophisticated system of the border regime regulated the prevention of an " escape from the republic ". The fact that after the border was opened in 1989 the historically unique situation arose of being able to document these stations in the preserved state of 1961 was perceived under sometimes adventurous circumstances and is now an indispensable source of Berlin's traffic history.

On the web spiders of the BVG-West these were marked with a signature different from the regular stations and the legend "Stations where the trains don't stop", they were not shown at all on East Berlin plans. The passengers were informed at the last stops in West Berlin by signs and announcements - for example: “Voltastraße. Last train station in Berlin-West. Last station in Berlin-West. "Until the Berlin Agreement in 1972, the announcement was" Last station in the western sector, last station in the western sector ". In the 1950s it was common to name the protective power of the respective sector, for example: “Kochstraße. Last station in the American sector ”.

In English-speaking countries, one speaks of ghost station or generally of abandoned (train) station , also abandoned railway station (synonymous: disused (railway) station ). In French there is the term “station fantôme”. Numerous disused, never-stopped or never used subway stations of the Paris Métro are called Stations fantômes .

The term Geisterbahnhof was subsequently transferred very often in the German-speaking countries to all unused or non-built, and subsequently also disused station facilities, which is why in Berlin, in order to make the demarcation clear, the term Grenz- und Geisterbahnhof is used in more recent publications is: This is to make it clear that this is a daily (in terms of the number of trains) highly frequented and used railway facilities on the one hand (i.e. by no means decommissioned and only not yet dismantled railway facilities), but also in six places from the perspective of the GDR around border stations , which were also gradually secured with the preceding underground stations analogous to the above-ground Berlin Wall.

Berlin during the division (1961–1989)

General

Blocked access to the Stadtmitte underground station , 1989
Bornholmer Strasse S-Bahn station , 1990

With the separation of the Berliner Verkehrsgesellschaft (BVG) into an eastern and a western part in 1949 , the underground lines that ran to and from West Berlin, i.e. the lines A, B, C and D at that time, came under the administration of BVG-West, which provided vehicles and drivers. The tracks, tunnels, train stations, signaling technology and power supply on the lines in East Berlin remained with BVG-Ost (later: BVB).

With the planning for the construction of the Berlin Wall, the decision was made to interrupt line A at Potsdamer Platz station (line service only to the Thälmannplatz underground station ) and to shut down line B between Schlesisches Tor and Warschauer Straße . It was also decided that the operation of the north-south lines C and D as well as the S-Bahn should be maintained, but that all stations on the East Berlin side should be closed and access to them blocked: These stations were closer Senses to ghost stations .

On the above-ground Berlin Stadtbahn between West and East Berlin (from 1984: Line S3) with the terminus at Friedrichstrasse , there was no ghost station, as there was no other station between its terminus in East Berlin and the last station in West Berlin ( Lehrter Stadtbahnhof ) Breakpoint was. An above-ground (and originally not so named because the term was reserved for tunnel stations for many years) was the Bornholmer Straße station , which was located in East Berlin and was passed through by the north-south S-Bahn without stopping. The reception building at the Bornholmer Strasse border crossing would have been accessible from the West Berlin side. Even before the opening of the Wall , there were plans to reopen the stop for the West Berlin S-Bahn.

East of the platforms there was a connecting curve behind the wall, on which East Berlin S-Bahn and long-distance trains ran through the border area. The next station in the north-west, Wollankstrasse station, was located in East Berlin, but was accessible from the West Berlin side without control, the S-Bahn trains of the western network (from 1984: Line S2) stopped there. The wall ran immediately to the east of the train station, whose access to East Berlin was blocked. Even after the BVG took over the S-Bahn operating rights in West Berlin in 1984, the trains at the Wollankstrasse S-Bahn station continued to be handled by Deutsche Reichsbahn staff .

Securing the stations

The stations were not open to the public, the former entrances had been closed and walled up, and most of the emergency exits were welded shut. The stations were manned by armed forces from the GDR transport police or, above all, at the last stations before the border (Stadium of the World Youth, City Center, Nordbahnhof, Potsdamer Platz, Bernauer Strasse, Heinrich-Heine-Strasse) by the border troops. In some cases, only the mezzanine floors of the stations were accessible to the security forces, from which they monitored the platforms through viewing slits. Later, some of the platforms were monitored with light barriers.

The stations right on the border were specially secured. For example, in the Potsdamer Platz S-Bahn station, all the stairs to the platforms and the doors to various side rooms were bricked up. Patrols usually only took place up to kilometer 3.92 (approximately at the level of Stresemannstrasse / Köthener Strasse ), and only in individual cases did special reconnaissance troops reach the border at 4.024 kilometers.

A special feature was the Nordbahnhof S-Bahn station, where there was a depot in the above-ground station area until the handover of the West Berlin S-Bahn to the BVG in 1984. For this purpose, the signal boxes Noa (above ground) and Nou (in the underground station) were manned by dispatchers from the Deutsche Reichsbahn. The staff had to undergo special checks by the border authorities; in the event of a malfunction, unregistered workers sometimes had to wait hours before they could get to their workplaces. Until 1971, the Pou underground signal box in the Potsdamer Platz station was also manned by dispatchers who had to undergo similar security procedures.

List of ghost stations

Map of the ghost stations in Berlin

The adjacent map shows the situation in divided Berlin until 1989. The origin of the term - with regard to the tunnel sections - does not reflect it.

The U2 was separated in 1961.

Berlin-Friedrichstrasse station

The Friedrichstrasse station was not a ghost station in the sense described, here passengers from and to West Berlin could change between the U6, the S2 (through the north-south tunnel) and the S3 or the long-distance train (on the light rail) without border controls. For this purpose, the train station in East Berlin was divided into an east and west area and served with the so-called Tränenpalast as a border crossing point . The east area was part of the inland traffic network of the Deutsche Reichsbahn , the west area, however, was hermetically separated, comparable to the transit hall of international airports, and could only be left when using a train to West Berlin. Alternatively, the GDR passport control had to be crossed on the way to East Berlin.

The subway platform could only be reached via a long corridor from the subterranean S-Bahn platform. All other exits were walled up. Intershop sales points with special offers for West Berlin travelers - especially duty-free spirits and cigarettes - were operated on the platforms of the S-Bahn and U-Bahn .

Alexanderplatz station

Alexanderplatz station was a special feature: on the one hand, the shopping arcade and the platforms for lines A (today: U2) and E (today: U5) were not allowed to be blocked, on the other hand, one of the transfers between the two lines led directly over the platform of the line D (today: U8) which was one of the lines leading to and from West Berlin. The platform was simply walled up here so that a corridor remained as a distribution level. This walling was designed in such a way that it hardly differed from the other furnishings and was therefore not noticeable. Only the noises of the trains passing behind reminded us that it was a (former) part of the station.

Reopenings

The first reopened ghost station was Jannowitzbrücke (line U8), on which trains stopped again on November 11, 1989 - two days after the Berlin Wall fell. It was provisionally equipped with hand-drawn train destination displays, similar to the Friedrichstrasse station, a provisional GDR passport control was set up on the middle level. On December 22nd, 1989, the second station was Rosenthaler Platz (U8) with passport control.

The third station was Bernauer Strasse (U8) on April 12, 1990. Initially, only its northern exit was opened, which bordered directly on West Berlin, so that the establishment of a border control was not necessary. The southern exit was opened at the same time as the rest of the U6 and U8 stations on July 1, 1990, the day of monetary, economic and social union between the two German states, on which all border controls were also dropped.

On July 2nd, Oranienburger Strasse followed as the first S-Bahn station. After the necessary renovation, the Unter den Linden and Nordbahnhof stations followed on September 1, 1990. Bornholmer Strasse station followed on December 12, 1990, initially only on the platform of the western lines. A second temporary platform for the East Berlin lines was opened to traffic on August 5, 1991. The last ghost train station was the Potsdamer Platz S-Bahn station on March 3, 1992 after extensive renovation of the north-south tunnel.

In the Berlin underground there are other buildings that have been started that will never go into operation.

Situation in Germany outside of Berlin (selection)

Unused platforms at the Augsburg Hirblinger Strasse stop
Munich Olympiastadion train station
Unused “Beimoor” stop in Großhansdorf near Hamburg
Unused northern tube of the Hauptbahnhof-Nord stop in Hamburg
Decommissioned Fixheider Weg tram station in Cologne
Unused tunnel stop “Hauptbahnhof” in Hanover
Leuna station , 2009
Zollhaus station in Nuremberg , 2008

Otherwise, there were no ghost stations in the original sense in either the Federal Republic or the GDR. Nonetheless, some stations such as stops or train stations, which, however, should rather be described as non-built or decommissioned railway systems, have been or will be named as such:

  • Augsburg - Hirblinger Straße : The stop was built in the course of the re-routing of the Augsburg – Ulm railway in the Augsburg-Oberhausen – Neusäss section at the beginning of the 1930s at the level of what will later be the Augsburg-Bärenkeller district. In the last few years of operation, mostly only the passenger trains to and from Welden stopped here. The stop was closed at the beginning of the 1990sdue to the upgrading of the section to the ICE speed. A reactivation as part of the regional S-Bahn Augsburg project is being planned.
  • Detmold-Remmighausen : The train station, which was completed around 1895, was closed in 1975 due to a lack of profitability. The station building and a siding are now owned by the Lippe iron industry. The station will continue to be used for freight traffic, and train crossings will continue to take place there.
  • Detmold-Nienhagen : The passenger traffic at this station was discontinued in 1988. In September 2005 the last three points were expanded and the station was taken out of service; Trains run through here.
  • Duisburg - Angerbogen : In1974,a train station was builton the Stadtbahn route between Duisburg and Düsseldorf in the south of the city to develop a satellite town . It was not until 2002 that the construction of a settlement (with significantly less living space than originally planned) began on the site, the then 10.5 million euro station is still unused, the stairs have been removed and entrances walled up.
  • Duisburg - Carstanjens Gardens: Underneath Lutherplatz, directly to the east of the ramp, there is Carstanjens Gardens in the shell construction as preliminary construction work for a continuation of the tunnel towards the zoo / university / Mülheim an der Ruhr .
  • Düsseldorf airport departure E : an interim stop for the S-Bahn lines S1 and S21 in 1998, which was also only served in the direction of the Düsseldorf airport terminal. Today the only thing that reminds you of it is the platform that you can see while taking the SkyTrain gondola lift .
  • Düsseldorf - Kalkum: Kalkum train station was a stop on the Cologne – Duisburg railway line that had been in use since 1846. After the opening of the Rhein-Ruhr S-Bahn , it was the last stop on the S1 line (at times also S21) between Angermund and Düsseldorf-Unterrath (or the Düsseldorf airport terminal ). Remnants of the covered platform are still clearly visible today. On May 27, 1990, this station was abandoned due to the low demand, the platforms are still in a dilapidated condition.
  • Essen - opera house / music theater: Subsequent to the underground facilities south of the Essen Hbf underground station , the said station should be in the continuation of the Rhein-Ruhr Stadtbahn in the direction of Essen-Kray . However, only the western station trumpet was built, but it is partially covered by the makeshift ramp to the Aalto-Theater stop. The access to the workshop planned under the station can be reached from the Essen Hbf track loop. A ghost train station in the real sense does not exist.
  • Großhansdorf - Beimoor : In the extension of Hamburg's U1 underground line, theBeimoor stop, which was never in operation,is located behind the Großhansdorf terminuson what was once Hamburg's territory.
  • Hamburg - Hellkamp: Theformer Hellkamp terminus, which opened in 1914,is located on the U2 line in the Eimsbüttel district between the Osterstraße and Lutterothstraße stations. In 1965 the line was extended as U2 to Hagenbeck's zoo . The underground station was given up in favor of the Lutterothstraße stop. The location can only be recognized today by the widening of the tunnel and some tiles on the walls.
  • Hamburg - Central Station North : The stop was equipped with four platform tubes at the end of the 1960s, of which only the two middle ones are used today for lines U2 and U4. The other two were created as preliminary construction work for a line planned at the time between Lurup and Winterhude , which has not yet been built. The unused tubes were partially equipped and even provided with advertising posters, but closed again shortly after the stop was opened (September 29, 1968). The north tube has been used for an art installation since the 1990s.
  • Hanover - Hauptbahnhof : Below the level of the Hauptbahnhof underground station, which is in operation, is another unfinished station, whichserves as a preliminary service for anunderground expansion of the D-line in the inner city area(not currently planned).
  • Hattstedt - Bahnhof: Just five kilometers from Husum is another train station that has not been in operation since the end of 1980. Since the station was not economical, it was closed. The platform is still there today. When the site was modernized in the late 1990s, the two barrier systems between which the trains stopped were reduced to one in the middle, which would make future operation more difficult. Again and again there was speculation that the station would be reconnected to the network. The station, like the Husum Nordbahnhof, will bepassed throughby the march railwaywithout stopping.
  • Cologne - Fixheider Weg: This tram stop was replaced in 2003 by the Im Weidenbruch stop, which was built approx. 200 meters further south. The two side platforms and the former access stairs have been preserved to this day.
  • Cologne - Porz-Heumar : The Porz-Heumar station on the Cologne-Kalk – Overath railway line is still there with tracks and a reception building, but the regional train to Marienheide has not stopped here since it was closed in the 1980s. The station is only used if the other stations and stops nearby are not in operation due to construction work.
  • Cologne - Bahnhof Deutz / Messe Köln Arena : was as the light rail Deutz in east-west direction built in tunnels, carried out as a wholesale service in the area Deutz / fair for the construction of a tunnel station for Deutz north-south light rail in the third level. This is still unused and, according to the current planning status, is no longer in operation.
  • Cologne - Heumarkt underground station : A tunnel station was built above the level of the north-south light rail as a preliminary service for an underground route for the east-west light rail . It is to be provided with shops temporarily for the next few years.
  • Cologne - Severinstraße underground station : A completely underground east-west route between Poststraße and the ramp of the Severinsbrücke is planned.
  • Leuna : Until 1998 trains operated on the Merseburg – Leipzig line ; however, the traffic was stopped on May 23, 1998 and the Leuna station is no longer served.
  • Ludwigshafen am Rhein : In the course of the closure of the former tram tunnel for cost reasons, the Danziger Platz station was completely shut down and the Rathaus and Hauptbahnhof stations were partially shut down.
  • Munich - Olympic Stadium : It was built in the course of the 1972 Summer Olympics to provide a second high-performance means of transport to the Olympic site in addition to the Munich subway. After the end of the European Football Championship in 1988 , the station was closed in 1988.
  • Nothberg - ( Eschweiler ): has not been served by the regional express since 2009. However, the Euregiobahn , which runson the parallel route, goes to the Eschweiler-Nothberg stop about 500 m to the north.
  • Nuremberg-Langwasser : The station was a railway station Nuremberg-March Field as part of the establishment of the Nazi Party Rally Grounds opened in 1938, but never completed. In 1987 the station was closed to passenger traffic and in 1992 service passenger traffic was also given up, but the building and platform still exist.
  • Nürnberg-Zollhaus : The Nürnberg-Zollhaus train station was relocated as part of the construction of the Nazi party rally grounds in 1933 and opened in 1937. After the cessation of passenger traffic in 1987 and service passenger traffic in 1992, the station was closed, but the listed building and parts of the platform still exist.
  • Saarbrücken exhibition station : The exhibition station built in the 1960s created a rail link for commuters to the exhibition center. Since 1997, this has beentaken overby the Saarbahn line S2. The S2 ran for the last time in 2006 and the regular service was discontinued as the exhibition buses were also sufficient for passenger service. The last operation took place in 2009 on the occasion of the 65th Saar Fair. Since then, the exhibition station and the associated Rosseltalbahn have been completely shut down, but the station sign and platforms are very easy to see.
  • Schnöggersburg - As part of the practice town , a 350 meter long subway with three stations was builtfor the Bundeswehr in 2012 .
  • Solingen - Old Central Station : On May 28, 2006, theSolingen-Grünewald stop and on December 10, 2006 the Solingen-Mitte stop were put into operationas part of the Regionale 2006 . The old Solingen main station (1890–1913: Solingen Süd) in between was shut down on May 28, 2006, closed as an operating point and has been passed through without stopping since then. The platforms and the track bridge can still be seen. The former station building is now a museum. Since December 10, 2006, the Solingen-Ohligs station has become Solingen's main and long-distance station.
  • Starnberg : On December 12, 2004, the station in Mühlthal (between Gauting and Starnberg) wasreplaced by the new Starnberg Nord station, around one kilometer south,with the timetable change for the Munich S-Bahn . Since then, the S6 has passed through this station without stopping.
  • Stuttgart-Zuffenhausen : The station was rebuilt as part of the introduction of the Stuttgart S-Bahn in the 1970s. At the time, plans were made to replace the tram line to Stammheim with an underground train that runs underground from the Friedrichswahl stop in a long curve under the train station, so during the construction of the train station, preparatory work for the construction of an underground train was carried out Station done. After the station was completed, however, it took over 25 years before there were any concrete plans to convert tram line 15 to light rail operation. With the construction of the north-western branch to the new U15 line (construction: 2007-2011), the final route was not passed through the train station in Zuffenhausen.

Situation in Austria (selection)

Within Vienna

The Unterdöbling stop of the suburban line was the only one that was not reactivated after the line was restarted, but the bulges of the former platforms can still be seen.

The Strandbäder stop was closed during the construction of the U6 from May 4 to June 1, 1996, which was used to move the entrance from the northeast side to the southwest side. The U6 station Neue Donau next to it led to a further decrease in the already low frequency of the S-Bahn station, so that it was shut down on September 24, 2000. But it is still there today.

The station Lerchenfelderstraße the metro -line U2 was closed on September 27 of 2003. Due to the extension of the platforms from 75 to 115 meters on the entire line of the U2, the distance between the stations and the Volkstheater underground station was shortened . Although cladding elements, station signs and benches have been removed, the side platforms of this ghost station are still clearly visible when driving through the subway.

The Kahlenbergerdorf stop of the Vienna S-Bahn was taken out of service on December 12, 2004 because the station was not being used to capacity or the parallel bus lines were providing sufficient transport services. However, the staircases and underpasses still serve as connecting routes between Kahlenbergerdorf and the Danube.

The Breitenleer Straße train station was closed on October 2, 2010 due to the discontinuation of the S-Bahn line and the low frequency.

Likewise, after the opening of the U2 stop Donaustadtbrücke in 2010 on December 14, 2014, the Lobau stop on the Laaer Ostbahn was closed due to insufficient utilization.

Construction of the former Breitenlee marshalling yard began at the beginning of the First World War , but was never completed later due to a lack of demand. It even included a person stop. Most of the tracks were dismantled as early as 1926, today there is only one overgrown track stump and one freight track that is very rarely used.

Outside Vienna

  • Since passenger traffic between Bad St. Leonhard and Zeltweg was discontinued on July 31, 2010 and only buses run on this route, Reichenfels station has not been in operation since then. The Geisterbahnhof Reichenfels / St. Peter, which is owned by ÖBB Immobilien GmbH.
  • Another train station in the Reichenfels area is the Taxwirt railway stop, which is located on the border between Carinthia and Styria.

Other "ghost stations" (selection)

Europe

  • Antwerp : Theshell of thesecond axis of Premetro Antwerp was only finished for decades, which is why there were eight spookstations there for years. In the meantime a part has been opened; there are only seven spookstations left .
  • Barcelona : Correos station, located on the yellow line at the Barcelona main post office, was decommissioned in 1974. Until it was shut down, mail was alsoloadedthere by underground .
  • Brussels : The Sainctelette stationbetween Ribaucourt and Yser / IJzer was built in the shell for ten years, but never opened when the line there went into operation in 1988 because it was too close to the other stations. Nevertheless,the pillars and stairs can be clearly seen while driving .
  • Charleroi : The stations Neuville , Chet , Pensée and Centenaire of Charleroi Metro are, like the track, completed operational since 1987, but have never been used in passenger service. Further stations are in the shell.
  • Canton Aargau : Between Laufenburg AG and Koblenz and Frick and Brugg there is no longer a regional transport. Schinznach-Dorf deserves a special mentionon the latter route.
  • London : There are numerous unused train stations in the British capital.
  • Madrid : Chamberi station, Line 1 of the Madrid Metro between Bilbao and Iglesia . By extending the platforms from 60 to 90 meters, the distance from Chamberi to Iglesia was only about 250 meters, so it was closed.
Train of the Sprague-Thomson series passing through the ghost train station (“Station fantôme”) Saint-Martin of the Métro Paris

America

The Kostner station in western Chicago was only in operation from 1962 to 1973 and has been closed since then
  • Chicago : In order to accelerate the technology, numerous low-traffic stations of the local elevated railway were abandoned and demolishedin the second half of the 20th century. However, some have remained standing to this day because they were once built or renovated with federal funds, which would have to be repaid in the event of demolition.
  • New York City : The platforms ofthe New York City Subway were extended on some routes in the 1950s, so that they could now accommodate trains of ten instead of the previous five cars. However, this would have meant very short distance between stations in some places, which led to the closure of some stations through which trains today pass without stopping. Particularly noteworthy is the City Hall station, which, located on the first New York route, has long been considered the best that the New York City subway had to offer. It was shut down in 1945 due to too few passengers. The station's only track, lying in a large loop, is still used as a turning track on line 6, which nowendsat the nearby Brooklyn Bridge station. You are even allowed to use the trains between the arrival and departure platforms of Brooklyn Bridge station, as long as you are not standing on the platform between the cars.
  • Toronto : The Bay subway stationon the Bloor-Danforth line of the Toronto subway has a second platform level below the station used today. It served as aboarding optionfor trains that, from February 1966, coming from the east towards the museum, turned onto today's Yonge University line . But because this route quickly proved to be technically extremely unfavorable, no more trains took this route in September of the same year. The station is still fully operational.

literature

  • Heinz Knobloch: Ghost train stations. West lines under East Berlin. Ch. Links Verlag, Berlin 1994, ISBN 3-86153-034-1 .
  • Ulrich Alexis Christiansen: Hamburg's dark worlds. The mysterious underground of the Hanseatic city. Ch. Links Verlag, ISBN 3-86153-473-8 .
  • Gerhard Sälters, Tina Schaller (eds.): Border and ghost stations in divided Berlin. Christoph Links Verlag, Berlin 2013, ISBN 978-3-86153-723-6 .

Web links

Commons : Geisterbahnhof  - Collection of pictures, videos and audio files
Wiktionary: Geisterbahnhof  - explanations of meanings, word origins, synonyms, translations

Individual evidence

  1. ↑ Gerhard Sälters, Tina Schaller (eds.): Border and ghost stations in divided Berlin. Christoph Links Verlag, Berlin 2013, ISBN 978-3-86153-723-6 , pp. 80–86.
  2. ↑ List in Transit through the East - Newspaper Article and History ( Memento from December 14, 2011 in the Internet Archive )
  3. ↑ Christian Halbrock: Descent into the north station or: The rediscovery of the common city. In: Gerhard Sälters, Tina Schaller (eds.): Border and ghost stations in divided Berlin. Christoph Links Verlag, Berlin 2013, ISBN 978-3-86153-723-6 , pp. 114–115.
  4. ^ Clive Lamming: Métro insolite . 2nd Edition. Editions Parigramme, Paris 2009, ISBN 978-2-84096-190-1 , pp. 129 ff .
  5. ↑ Bernd Kuhlmann: Trains through the wall and barbed wire . Verlag GVE, Berlin 1998, ISBN 3-89218-050-4 , p. 87.
  6. ↑ Bernd Kuhlmann: Trains through the wall and barbed wire . Verlag GVE, Berlin 1998, ISBN 3-89218-050-4 , p. 88.
  7. ↑ Bernd Kuhlmann: Trains through the wall and barbed wire . Verlag GVE, Berlin 1998, ISBN 3-89218-050-4 , p. 75.
  8. ↑ Behind the Aalto Theater there has been a ghost underground station WAZ for 45 years , December 2, 2014, accessed on June 22, 2020
  9. ↑ a b "Geisterbahnhof" on the siding> Kleine Zeitung from November 23, 2011 ( Memento from February 19, 2013 in the web archive archive.today )
  10. ↑ Joe Brennan: Abandoned Stations