Tegel – Friedrichsfelde industrial railway

Map from 1914

6535 (northeast – Blankenburg)
6550 (Blankenburg – Tegel)

		Wriezener Bahn from Berlin-Lichtenberg
		Wriezener Bahn to Werneuchen
	0.8	Gbf Friedrichsfelde
		from Berlin northeast
	2.6	Gbf Hohenschönhausen
	6.5	Gbf Weißensee
	8.5	Gbf Heinersdorf
		to Berlin-Blankenburg
		Szczecin Railway

		Panke

		Gbf Niederschönhausen
	12.0	Gbf Buchholz

	13.3	Gbf Nordend
		North ditch
	15.0	Gbf Rosenthal
		Heather track
		former East Berlin / West Berlin border
		Heidekrautbahn from Berlin-Rosenthal
	16.9	Gbf Lübars
		Berlin Northern Railway
	19.2	Gbf Wittenau
		Kremmener Bahn to Berlin-Tegel
		Kremmener Bahn
		from Berlin-Tegel
	22.8	Tegel harbor

The Tegel-Friedrichsfelde industrial line is a now disused and dismantled railway line in Berlin . The industrial connecting railway ran through today's Berlin districts Reinickendorf , Pankow , Lichtenberg to Marzahn-Hellersdorf and connected several industrial companies with the freight transport network .

route

Remains of the industrial railway in the Märkisches Viertel

The industrial line originally branched off the old route of the Wriezener Bahn around one kilometer north of the former lean cattle yard in Friedrichsfelde to the north. After 1970 a connecting curve was built with which the line from the northeast from the northeast freight yard was reached. The train first crosses under Rhinstrasse . When this road was built in 1985, the bridge over the line was also built, although the end of rail operations was already foreseeable. About one and a half kilometers behind the bridge is the Alt-Hohenschönhausen freight station , where the route ends for the time being.

In the further course to Weißensee the route crossed the Große-Leege-Straße, Konrad-Wolf-Straße , Degnerstraße and Suermondtstraße one after the other . Except for Degnerstraße, the tracks have already been removed from the roadway at all former level crossings. The long curve that follows along the Faulen See and Feldtmannstrasse also forms the district boundary between Lichtenberg and Pankow. There are still some traces such as thresholds or gravel along the Lazy Lake. At the height of Hansastrasse, two car dealerships block the old route. Along the Feldtmannstrasse, the old route was built over with a housing estate and an access road.

The actual route can be seen behind Piesporter Strasse, but the tracks and sleepers were removed around 2005. Thus only a few level crossings have been preserved, a few of them were even restricted . Particular examples are the intersections with the street An der Industriebahn and Blankenburger Strasse, where new barriers and signals were installed in the mid-1990s, although the line was already out of service. The route continued via the Heinersdorf freight station to the Blankenburg station of the Stettiner Bahn and was operated until the early 1990s. The former route west of Blankenburger Strasse in the Heinersdorf district is still recognizable as fallow land in the 2010s . The track connection to French Buchholz with the branch to the Niederschönhausen freight station, from where it passed under the Stettiner Bahn, was interrupted when the Pankow motorway feeder ( federal motorway 114 ) was built around 1973. The route between French Buchholz and Rosenthal was previously meaningless due to the discontinuation of cross-sector traffic from 1952 and was shut down with the construction of the Wall in 1961.

Immediately after crossing the Heidekrautbahn , the route reaches the Reinickendorf district. A curve connecting the Heidekrautbahn connects from the south, followed by the Lübars freight station. Directly behind it was a branch to a factory on today's Wilhelmsruher Damm, which was located between Eichhorster Weg and Königshorster Straße, until the 1950s. The route crosses Quickborner Strasse and leads north past the Märkisches Viertel . After crossing Oranienburger Strasse ( Bundesstrasse 96 ), the line passes under the Berlin Northern Railway . This is followed by the intersection with Hermsdorfer Straße and the Wittenau freight station, which is no longer in existence. The route now reaches the district of Tegel . A connecting curve to the south established a connection to Tegel station on the Kremmener Bahn after crossing the 111 federal motorway (directly on the portal of the Tegel town center tunnel) . The remaining section to the Tegeler Hafen is no longer recognizable due to the construction of the A 111 and the reconstruction of the Schloß- / Karolinenstraße area .

At least in the West Berlin part of the ITF was ground internally neither distance nor an independent path. From Tegel station to the end in the Märkisches Viertel, the track was only a station siding of Tegel station and all journeys on this track were shunting trips at a maximum speed of 20 km / h. The "train stations" were all just loading points at Tegel train station, about six kilometers away.

The Weißensee section has been dismantled since 2005, the rest of the route in Wittenau has largely been dismantled since 2006. The freed-up areas are now used for other purposes, either as pedestrian paths or as exhibition space for car dealerships. The bridges over the Panke , the Nordgraben and the Tegeler Fließ are still preserved.

history

In order to better develop the Berlin area for commercial settlement, the Niederbarnim district had been planning to build a regular-gauge small railway in the north and east of Berlin since 1905. The district raised its capital on its own.

The line was put into operation in three stages:

December 16, 1907: Friedrichsfelde– Blankenburg
August 17, 1908: Blankenburg – Lübarser Weg
0November 2, 1908: Lübarser Weg – Tegel Harbor

Gantry cranes at the Tegeler Industriehafen, before 1914

The route was used exclusively for freight traffic. The Tegeler Hafen was the loading station for the goods that were transported to a total of over 100 companies along the route. Some companies had their own connections, while others received the goods at the ten freight stations . Due to the industrial railway, other companies settled there, including the Niles works , which in 1920 relocated their production facilities from Oberschöneweide to Weißensee.

With the Greater Berlin Law of 1920, part of the Niederbarnim district was incorporated into Berlin. As a result, the route belonged entirely to Berlin. The district was no longer interested in the railway and tried to sell its shares to the city of Berlin. In 1925, the Reinickendorf-Liebenwalde-Groß Schönebecker Eisenbahn-AG, majority owned by the City of Berlin, took over the route and the operation, and from 1927 it was renamed Niederbarnimer Eisenbahn . A connecting curve to the Heidekrautbahn operated by it had existed since the route was opened. The connection north of Tegel station with the Kremmener Bahn has existed since 1908.

After the Second World War , the railway lost its importance. The Tegel Hafen – Lübars section was in the French sector, the greater part of the route in the Soviet sector. The sector boundary ran immediately to the west of the intersection with the Heidekrautbahn. From January 1, 1950, the Deutsche Reichsbahn received the operating rights on the part of the line located in the Soviet sector. In 1952 the traffic over the sector border was stopped, the line went out of service in this area (including the branch to the Heidekrautbahn).

Level crossing An der Industriebahn : The tracks have been dismantled on both sides of the road

With the commissioning of the new thermal power plant on the edge of the Märkisches Viertel, concrete sleepers were laid in sand bedding in the western part and the level crossings were modernized.

With the exception of the long coal trains to the Märkisches Viertel , which ran two to three times a week, there was only sparse freight traffic in both West and East Berlin . In the 1950s, there was even baggage handling at the Berlin-Niederschönhausen freight yard; in 1965 it was closed. The northern part of the freight yard between Wackenbergstrasse and Buchholzer Strasse was used for shunting work and serving various sidings until at least 1972. To the north of Buchholzer Strasse were the companies Präzisionsschmiede Berlin and TRO Transformatorenwerk Oberspree , the Niederschönhausen operating part , which also had its own shunting locomotive ( Kö or V 15 small locomotive (101 series)), stored in the company's own locomotive shed. Between Buchholzer Strasse and Wackenbergstrasse there was a siding to the east to a barracks area of the barracked People's Police and later the border troops of the GDR, and to the west there was a siding to a timber wholesaler, which also had several turntables on the premises. A general cargo warehouse was served south of Wackenbergstrasse. The maneuvering work was primarily carried out by the V 60 (today's 346 series). The multi-track level crossings on Buchholzer Strasse and Wackenbergstrasse were unrestricted. The part of the Niederschönhauser Gleise located further south, south of Blankenburger Strasse, was dismantled before 1965.

Pull-out track of the industrial railway at the Hohenschönhausen freight yard

Freight traffic was gradually reduced and the route was then removed in stages. On January 1, 1973, the Weissensee – Hohenschönhausen and Buchholz – Niederschönhausen sections were closed. In the 1980s, the connecting traffic to the Szczecin Railway at Blankenburg von Weißensee and Heinersdorf was still in operation. The freight loading points in Wittenau and Lübars were shut down in the autumn of 1980.

In the mid-1970s, extensive road construction work was planned in Tegel to defuse the road / rail conflict. The steadily growing individual traffic forced this measure. Due to these road construction measures, the Tegel-Hafen station could no longer be reached via the north-west curve from 1908. As a replacement for the discontinuation of this connection, the ITF received a new direct connection (northeast curve) to Tegel station, which went into operation on December 14, 1978. As a replacement for the abandoned Tegel-Hafen freight yard, the ITF received the Tegel-Nord local loading facility on the extended Buddestrasse in October 1980 . It was hardly used. Today there are several discount stores on the site of the former local charging station.

After the German reunification , individual renovation measures were carried out. On September 1, 1998 Niederbarnimer Eisenbahn AG was again the sole owner of the infrastructure and DB Cargo was in charge of the operation .

In the 1990s, the connection from the outer ring to Alt-Hohenschönhausen was initially still in operation. The western part from Tegel to Quickborner Straße was used to supply the Märkisches Viertel thermal power station, which was supplied with coal until 1994. The last regular freight transport took place in 1997, 90 years after the route opened.

Until 1998, a few museum trips with steam trains operated by the Berlin Railway Friends took place on the western part between Tegel station and Lübars . The very last trip happened in November 1998. Among other things, a quarter train of the S-Bahn (275 701/2) was transferred to the former Lübars station to be installed there. Today, the line has been completely removed except for the remains of track at the level crossings Ziekowstraße , Rosentreterpromenade and Cyclopstraße and around 300 meters of track from Quickborner Straße to Lübars.

It is no longer possible to reactivate the route along its entire length, as the existing route encounters built-up areas several times. In Hohenschönhausen, three level crossings with the tram would be necessary, only there is an underpass on Rhinstrasse. Only a few shorter sections of the route that were the last to be shut down, especially along both ends, could still be used.

literature

The Tegel – Friedrichsfelde industrial line and Tegel harbor . In: Calendar 1914 for the Niederbarnim district. Wilhelm Möller, Oranienburg 1914, pp. 35–37 (available online at Wikisource ).

Web links

Commons : Industriebahn Tegel – Friedrichsfelde - album with pictures, videos and audio files

Individual evidence

↑ Berliner Verkehrsblätter 5/1979, p. 122

[1] Berliner Verkehrsblätter 5/1979, p. 122