Südringpitzkehre

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Südringpitzkehre
View from the elevated viaduct of the relief line at Gleisdreieck station to the north on the tracks of the Südringspitzkehre (left) and the Lichterfeld suburban railway (right), August 1926
View from the elevated viaduct of the relief line
at Gleisdreieck station to the north
on the tracks of the Südringspitzkehre (left) and
the Lichterfeld suburban railway (right), August 1926
Route of the Südringpitzkehre
The Südringspitzkehre in 1893,
the Papestrasse and Schöneberg transfer stations
on the Ringbahn are not yet available.
Route length: 4.41 km
Gauge : 1435 mm ( standard gauge )
Power system : 750 V  =
Dual track : continuous
Legend
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0.10 Berlin Potsdamer Ringbf
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Landwehr Canal
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Lichterfeld suburban railway to Papestrasse
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2.36 Kolonnenstrasse
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3.23 Abzw Vdp Ringbahn from / to Südkreuz
BSicon eABZqr.svgBSicon STRr.svg
3.43 Abzw Vp Ringbahn from / to Schöneberg

The Südringpitzkehre was a branch line that branched off from the southern Berlin Ringbahn between the stations Papestraße (today: Südkreuz ) and Ebersstraße (today: Schöneberg ) and along the Wannseebahn and Potsdamer Stammbahn via the old Schöneberg station (from December 1, 1932: Kolonnenstraße ) led to Potsdamer Bahnhof . The line, opened in 1881, was the starting and ending point of the full ring trains of the Berlin city, ring and suburban railways, which had been known as the S-Bahn since December 1, 1930, until 1944 .

Location and course

The route initially began in the Potsdam train station. From 1891 the Potsdamer Ringbahnhof , a wing station to the southeast , was the starting point of the route. The route first crossed the Landwehr Canal and the two riverside streets (Reichpietschufer and Schöneberger Ufer) and then passed on an approximately 800 meter long viaduct east of the Potsdam freight station. Today the Park am Gleisdreieck extends over the site . From the height of Yorckstraße , the Potsdam Stammbahn (long-distance railway) and Wannseebahn (suburban railway), which bypassed the freight yard to the west, ran parallel to the Südringpitzkehre. To the south of the road, the three routes passed the transition from the Berlin glacial valley to the Teltow plateau in one incision . The only intermediate station was to the north of the Kolonnenbrücke (today: Julius-Leber-Brücke), where until 1939 there was a connection to the old station Großgörschenstrasse of the Wannseebahn via a footpath between the tracks (so-called 'mutton gang'). South of the Kolonnenbrücke the Südringpitzkehre split into two branches. The west curve in the direction of Ebersstrasse ended at the Vp junction , the east curve (so-called 'Cheruskerkurve') in the direction of Papestrasse ended at the Vdp junction . The route formed the western boundary of the Rote Insel , a workers' residential area in Schöneberg .

history

History and commissioning

On July 17, 1871, the eastern ring line from Moabit to Schöneberg, initially known as the new connection line , went into operation. This first Schöneberg station was located about 150 meters south of today 's Schöneberg S-Bahn station at the intersection of the Ring- and Wannseebahn. From January 1, 1872, the Royal Directorate of the Lower Silesian-Märkische Railway (NME) set up sparse passenger traffic on the connecting line between the Berlin terminus stations. In Schöneberg, where the trains had to change direction , only the ring trains stopped, but not the passenger trains of the Berlin-Potsdam-Magdeburg Railway Company (BPME). The Ringbahn trains initially ended in the company's interim station on Flottwellstrasse , and from November 1, 1872, then in the new building of the Potsdamer Bahnhof not far from Potsdamer Platz . In the same year, a separate track went into operation from Schöneberg in the direction of Potsdamer Bahnhof, which initially  joined the Potsdam - Berlin track at kilometer 1.2. On June 1, 1874, the track was extended to the Landwehr Canal.

Schöneberg station on the Südringspitzkehre and main line with a ring train from the direction of Potsdamer Bahnhof, 1888

On April 1, 1880, the BPME was nationalized and its main line (until April 1, 1895) was subordinated to the Royal Railway Directorate (KED) Magdeburg . The Stadtbahn, which was under construction at that time, was, like the Ringbahn, under the control of KED Berlin, which emerged from the NME . It was intended to link the Stadtbahn trains with the Ringbahn trains. Instead of the “outer” ring line connection in Schöneberg station, two “inner” ring line connections were to be created, which would enable a direct journey from the ring line in both directions to Potsdam station. On October 15, 1881, the two connecting curves went into operation. At the same time, the old Schöneberg station was abandoned and a new Schöneberg station went into operation north of Kolonnenstrasse. Two side platforms also went into operation on the tracks of the Potsdam main line, which were presumably used from 1881, at the latest since the light rail went into operation on February 7, 1882. The KED Berlin also had a bridge built over the Landwehr Canal so that the ring track could be led directly into the Potsdam train station. The freight trains, which up to now also ran via the outer ring line connection in the direction of Tempelhof , from now on ran via the inner ring line connection to the east with a change of direction in the Potsdam freight yard.

Expansion of the Südringpitzkehre and electrification

In order to relieve the Potsdam train station from ring and suburban traffic, the Prussian State Railway decided in 1889 to build separate suburban tracks between Berlin and Zehlendorf  - the new Wannseebahn  - and to completely separate the Südringpitzkehre from the main line. For this purpose, a separate double-track station for the ring trains was to be built east of the Potsdam train station. It was due to the limited space that the ring and Wannsee train stations were located 200 meters south of the existing long-distance train station and higher than it. The double-track Südringpitzkehre was led past the Potsdam freight yard on a 900 meter long viaduct with 80 arches to the east. The previous ring track served as a machine track from then on. On April 1, 1891, the Potsdam Ringbahnhof and the initially single-track viaduct railway to Schöneberg went into operation. After the cut at Schöneberg had been widened to the required size, double-track operation could commence on July 1, 1891. The new Wannseebahn was opened on October 1, 1891. At the same time, the platforms of the Potsdam main line in Schöneberg were closed and the Großgörschenstrasse stop on the Wannsee tracks opened 300 meters north . A construction at the level of Schöneberg station was ruled out due to the location of the cut. To connect the two stations, the state railway laid a paved footpath along the track, in Berlin vernacular the path was given the name "Hammelgang". The western orbital curve to the Vp junction in the direction of Wilmersdorf-Friedenau station (today: Bundesplatz) received the second track on May 1, 1892, the eastern connecting curve to the Vdp junction towards Tempelhof station was expanded to double-track on February 6, 1894. On April 1, 1895, KED Berlin was also responsible for the Potsdam trunk line.

Entrance building of the Schöneberg train station on the Sedan Bridge with the platform and “Hammelgang” to the Großgörschenstrasse train station in the background, around 1905

In 1896, the two platform tracks of the Potsdam Ringbahnhof were each given an upstream stump track to accommodate the coal and water supplies. The arrangement made it possible to increase the train density. The arriving locomotive turns itself off after the train leaves the stump track, replenished the supplies and then took over the following train. At the same time, a dirt track went into operation north of Schöneberg station so that the station could also be approached in the event of a malfunction in Potsdam's Ringbahnhof. The higher performance was required for traffic to the Treptow train station on the occasion of the Berlin trade fair in Treptower Park . For this, the incision had to be widened beforehand. KED Berlin reckoned with up to 124 trains per day in each direction between the Potsdam Ringbahnhof and Treptow. At the beginning of the 20th century, the Potsdam Ringbahnhof and the adjoining Ringbahn Viaduct underwent major renovations with the addition of the Lichterfeld suburban railway . This should take up the suburban traffic that had previously originated from the Anhalter Bahnhof and had to be separated from long-distance traffic. The existing tracks had to be moved to the west and the viaduct widened to accommodate two more tracks. An expansion to the east was not possible because of the elevated railway viaduct, which is also under construction . The ring and suburban railway ran together for about a kilometer to the south before they separated. Along with the construction of the suburban line that opened on December 1, 1901 , the ring line between Wilmersdorf-Friedenau and Rixdorf (today: Neukölln) was expanded to include four tracks. For goods traffic, which had previously switched to the Ringbahn via the Cheruscan curve, the Schöneberg depot , located at the level of the first Schöneberg train station, went into operation on December 1, 1902, with an outer eastern connecting curve to the Vdp branch on the Ringbahn. Thus only passenger trains remained on the Südringpitzkehre. As the last major construction project before the First World War , a crossing structure went into operation at the branching south of the Schöneberg ring station until autumn 1908, which led the track to Tempelhof over the track from Wilmersdorf-Friedenau.

In order to increase the capacity of Berlin's light rail and ring railways , the Prussian House of Representatives decided in 1913 to electrify the route network. As a result of the First World War, it was initially not implemented. In order to remedy the situation in the meantime, the length of the south ring trains should be increased from 12 to the maximum permissible size of 14 cars. For this purpose, the ring platform in Potsdam's Ringbahnhof had to be extended, which is why the coaling plant in Westend had to be rebuilt. The measure was completed in autumn 1923, increasing the capacity of the trains by around 100 seats and standing places. The measures only took effect for a short time, on April 18, 1929, the Deutsche Reichsbahn-Gesellschaft electrified the Südringspitzkehre. The Südring and thus the direct connection between the branches Vp and Vdp had previously been converted on June 11, 1928. From December 1, 1930, the trains ran under the name " S-Bahn ".

Connection to the north-south S-Bahn tunnel

The Wannseebahn, which was initially left out, was subsequently electrified by 1933. In connection with this, the construction of a tower station was planned at the intersection of the Wannsee and Ringbahn at the level of the existing Ebersstrasse station. In the run-up to commissioning, the Schöneberg ring station was named Kolonnenstrasse on December 1, 1932 at the request of the City of Berlin . The new tower station in Schöneberg went into operation on March 1, 1933.

The next project was the construction of the north-south S-Bahn tunnel . The Reichsbahn wanted to keep the direct connection between the Südring and the city center. Therefore, the Südringspitzkehre next to the southern suburban lines to the tunnel should be tied, and a rapid transition to the tunnel station Potsdamer Platz are made possible. Initial plans envisaged a joint routing with the suburban lines in a four-track tunnel via Anhalter Bahnhof to Potsdamer Platz. However, the construction would have required extensive house security in Stresemannstrasse (1935–1947: Saarlandstrasse ), which is why the construction of a two-story tunnel was considered as an alternative. In 1935 the plans were changed in favor of a direct introduction of the Südringpitzkehre at Potsdamer Platz station. The ring station was to be demolished and the line would plunge into the tunnel at this point and pass under the eastern part of the reception building of the Potsdam long-distance station. In addition, the construction of a new S-Bahn station on Hafenplatz was planned. Further south, the unsatisfactory transfer situation between the S-Bahn stations Kolonnenstraße and Großgörschenstraße was to be eliminated by the new four-track S-Bahn station Kolonnenstraße at the same location. For this, the track positions of the Potsdam main line and the Wannsee line had to be swapped so that both S-Bahn lines were next to each other. The cut was to be widened accordingly for the construction and the Sedan bridge crossing the tracks enlarged. In 1936, the "Mutton Gang" and the station building were demolished, the latter was given a simple wooden structure as a temporary replacement. The conclusion was not made because the plans drawn up in 1937 for the redesign of Berlin meant extensive construction work in the area of ​​the Potsdam and Anhalter freight depot, the routes in this section lay in the course of the planned north-south axis. The Südringpitzkehre was probably excluded from the retrofitting of the shape signals along the Ringbahn carried out from 1937 onwards with automatic Sv signals . In the numbering of the block signals, however, retrofitting the line to Potsdamer Platz was probably taken into account. The north-south S-Bahn tunnel was tied through to the Wannseebahn on October 8, 1939. The other plans envisaged the construction of a second north-south S-Bahn, which should also enable the establishment of east and west ring trains. The task of the existing Südringspitzkehre would have been a connecting curve.

Decommissioning and dismantling

Rush of passengers at the Potsdam Ringbahnhof, which was temporarily reactivated for the Wannseebahn, 1945/1946

On November 24, 1943, there was a heavy air raid on Berlin , in which the area around Potsdamer Platz was devastated. The affected section between the Ringbahnhof and Kolonnenstrasse was repaired after the attack, which is why full ring trains were used on three consecutive Sundays (bypassing the Potsdam Ringbahnhof). The damage to the infrastructure and the associated restrictions caused the Reichsbahndirektion Berlin to set up the full ring trains. With the annual timetable of the Reichsbahn valid from July 3, 1944, the branch line was officially no longer used. The Potsdam Ringbahnhof and the Kolonnenstraße S-Bahn station were no longer included in the S-Bahn tariff that came into force on October 1, 1944. The RBD Berlin mentioned in a letter dated December 10, 1944 that traffic had been idle since the beginning of the year.

On June 6, 1945, the Deutsche Reichsbahn resumed the S-Bahn service on the Wannsee Railway between Schöneberg and Wannsee, which had been discontinued in April 1945 . Since the north-south S-Bahn tunnel below the Landwehr Canal was blown up at the beginning of May and then filled with water, an extension of the train route to the Anhalter Bahnhof tunnel station was initially not possible. In order to bring the trains closer to the city center, the Wannseebahn was quickly connected to a track on the Südringpitzkehre and the platform of the Potsdam Ringbahnhof was repaired. From August 6, 1945, the Wannsee railway trains ran to the Potsdamer Ringbahnhof, sometimes at ten-minute intervals at peak times. The rest of the route, however, was dismantled by the end of 1945. From July 27, 1946, the trains drove through the north-south S-Bahn to Friedrichstrasse station , which finally ended traffic at the Potsdam Ringbahnhof. In 1951 the Reichsbahn announced that it was no longer intended to rebuild the Südringpitzkehre. The Reichsbahn had the ruins of the Potsdam Ringbahnhof demolished in 1957. Parts of the viaduct systems of the Ringbahnhof were still standing until 1973, as the station area belonged to the East Berlin district of Mitte until 1972 and had been separated since the Wall was built in 1961.

Ringbahn viaduct (left) at the level of the Gleisdreieck underground station , 1986

On the old railway line , the Berlin zoning plan in 1965 provided for an extension of the federal motorway 103 coming from Sachsendamm to the then planned motorway junction Lehrter Bahnhof . Today the Cherusker Park is laid out in the southern area .

At the level of the old Schöneberg station (Kolonnenstrasse), the new Julius-Leber-Brücke station was opened on May 2, 2008 on the tracks of the Wannseebahn.

Remains of the viaduct at Gleisdreieck, 2014

At the end of 2014, the demolition of the remaining viaduct in the area of ​​the Gleisdreieck underground station began .

With a notification from the Federal Railway Authority on March 28, 2017, several areas at the confluence with the southern ring were exempted from railway operations. This affects, among other things, the western connecting curve in the direction of Schöneberg station, but not the eastern connecting curve to Südkreuz station. There are considerations to restore the eastern branch (the so-called "Cheruscan curve"). Thereafter, this section is planned as the fourth expansion stage of planning line S21 .

traffic

The ring trains to and from Potsdamer Bahnhof initially ran once in the morning and once in the evening. From April 1, 1872, the Royal Directorate of the Lower Silesian-Märkische Railway deployed a third pair of trains. The new connection enjoyed great demand, so that from July 1, 1872, a train ran about every two hours. After the construction of the Stadtbahn, the routes of the Stadtbahn and Ringbahn were linked so that the connections Stadtbahn - Nordring - Stadtbahn and Stadtbahn - Südring via Potsdamer Bahnhof - Stadtbahn were created. Before the construction of the double-track expansion and the construction of the Potsdam Ringbahnhof, the maximum capacity was three trains per hour. From 1891, in addition to the city and ring trains, the “Grunewald trains” - named after their destination station in Grunewald - also came on the line. Previously, these were processed in the neighboring Anhalter Bahnhof . In the summer timetable of 1914, trains ran about every ten minutes on the Südring during rush hour, plus the half-hourly trains to Grunewald and Westend and the half-hourly trains in the direction of Niederschöneweide-Johannisthal and Grünau .

Through the electrification of the city, ring and suburban railways and the use of multiple units, the capacity on the Südringspitzkehre could be increased significantly, not least due to the shorter sweeping times at the Potsdam Ringbahnhof. The Grunewald trains and the train runs in the direction of Grünau were omitted with the "Great Electrification" or were cut differently. The separate circuits of the Nordring / Stadtbahn and Südring / Stadtbahn were combined to form the Vollring circuit via Potsdam Ringbahnhof. In the mid-1930s, over 240 trains per day drove on the hairpin in each direction, about half of which were on the two connecting curves to the Ring. Around 120 trains per day also ran on the circular section between the Vp and Vdp junctions . In the summer timetable of 1939, the ring trains ran in both directions every ten minutes during the day, and on the Südringpitzkehre the trains ran every five minutes. The offer in the 1943 annual timetable was almost identical to the note that the train sequence was restricted from 9 p.m. The timetables were designed in such a way that passengers on the Südring in the Kolonnenstraße S-Bahn station each had a connection to the train in the opposite direction. The restrictions associated with the Second World War ensured that these connections only existed on paper. In order to increase the efficiency of the ring railway, the introduction of full ring trains was therefore required, leaving out the hairpin. The Südringpitzkehre was no longer included in the 1944 annual timetable, valid from July 3, 1944.

literature

  • Michael Braun: Kolonnenstrasse train station and Südring hairpin. The forgotten Ringbahn . In: Berlin S-Bahn Museum (ed.): Route without end. The Berlin Ringbahn . 6th edition. 2002, ISBN 3-89218-074-1 .

Web links

Commons : Südringspitzkehre  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ Peter Bley: 175 years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 62-66 .
  2. ↑ Peter Bley: 175 years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 70-72 .
  3. ^ A b Peter Bley: 175 Years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 73-74 .
  4. ↑ a b c d e f Michael Braun: Station Kolonnenstrasse and Südring-Spitzkehre. The forgotten Ringbahn . In: Berlin S-Bahn Museum (ed.): Route without end. The Berlin Ringbahn . 6th edition. 2002, ISBN 3-89218-074-1 , pp. 47-56 .
  5. ^ A b Peter Bley: 175 Years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 103-123 .
  6. ^ A b Peter Bley: 175 Years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 82-101 .
  7. ↑ Peter Bley: 175 years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 75-81 .
  8. ↑ Denicke: Performance of the terminal stations in city and suburban traffic . In: Zentralblatt der Bauverwaltung . No. 5 , January 15, 1910, p. 28-31 ( zlb.de ).
  9. ^ Architects' Association in Berlin, Association of Berlin Architects (ed.): Berlin and its buildings . tape 1 . Introductory. Engineering. Wilhelm Ernst & Son, Berlin 1896, p. 237-238 ( zlb.de ).
  10. ^ Ernst Biedermann: The suburban train from Berlin to Groß-Lichterfelde . In: Journal of Construction . No. 10-12 , 1900, col. 491-516 ( zlb.de ).
  11. ↑ David Jung: The Ringbahn. In: stadtschnellbahn-berlin.de. 2004, accessed April 22, 2018 .
  12. ↑ Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 3: Ten Dramatic Years - 1937 to 1946 . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-933254-20-7 , p. 5-7 .
  13. ^ A b Mathias Hiller, Manuel Jacob, Mike Straschewski: Julius-Leber-Brücke. In: stadtschnellbahn-berlin.de. October 26, 2008, accessed May 6, 2018 .
  14. ↑ Steffen Buhr: The signal connections. In: blocksignal.de. February 10, 2004, accessed May 6, 2018 .
  15. ↑ Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 3: Ten Dramatic Years - 1937 to 1946 . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-933254-20-7 , p. 29-34 .
  16. ↑ Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 3: Ten Dramatic Years - 1937 to 1946 . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-933254-20-7 , p. 55-57 .
  17. ↑ a b Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 3: Ten Dramatic Years - 1937 to 1946 . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-933254-20-7 , p. 95-103 .
  18. ↑ Peter Bley: 175 years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 125-157 .
  19. ↑ Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 3: Ten Dramatic Years - 1937 to 1946 . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-933254-20-7 , p. 113-119 .
  20. ↑ Peter Bley: 175 years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 158-165 .
  21. ↑ Peter Bley: 175 years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 169-175 .
  22. ↑ Peter Bley: 175 years of the Berlin-Potsdam Railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 185-189 .
  23. ^ The Senator for Housing and Construction (Ed.): Land use plan of Berlin 1965. Work plan 1986 . December 1986 ( berlin.de [PDF]).
  24. ↑ News in brief - S-Bahn . In: Berliner Verkehrsblätter . February 2015, p. 30 .
  25. ↑ News in brief - Railway . In: Berliner Verkehrsblätter . July 2017, p. 134 .
  26. ↑ Florian Müller: Cheruscan Curve. Südringkurve - Kolonnenstrasse. In: stilllege-s-bahn.de. April 20, 2004, accessed May 6, 2018 .
  27. ^ Andreas Jüttemann: The Cheruscan Curve (Schöneberg / Südkreuz <> Potsdamer Pl.). In: berlin.bahninfo.de. 2006, accessed May 6, 2018 .
  28. ^ Kurt Pierson: Steam trains on Berlin's city and ring railway. The past and present of Berlin as reflected in its urban, ring and suburban railways . Franck'sche Verlagshandlung, Stuttgart 1969, p. 17 .
  29. ^ Architects' Association in Berlin, Association of Berlin Architects (ed.): Berlin and its buildings . tape 1 . Introductory. Engineering. Wilhelm Ernst & Son, Berlin 1896, p. 249-253 ( zlb.de ).
  30. ↑ Hendschels Telegraph . Table 8 May 15, 1914 ( deutsches-kursbuch.de ).
  31. ↑ Hendschels Telegraph . Table 8 May 19, 1914 ( deutsches-kursbuch.de ).
  32. ↑ Hendschels Telegraph . Table 823 May 1914 ( deutsches-kursbuch.de ).
  33. ^ Deutsche Reichsbahn (Ed.): German course book. Summer 1939 . Table 595. May 15, 1939 ( deutsches-kursbuch.de ).
  34. ^ Deutsche Reichsbahn (Ed.): German course book. Annual timetable for 1943 . Table 101 May 17, 1943 ( deutsches-kursbuch.de 1 2 ).
  35. ^ Deutsche Reichsbahn (Ed.): German course book. Annual timetable 1944/45 . Table 101. July 3, 1944 ( pkjs.de 1 2 ).