S21 (Berlin)

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Planning S21 Berlin
Route of the S21 (Berlin)
Route number (DB) : 6017 Westhafen – Hbf – Potsdamer Platz
6019 Wedding – Hauptbahnhof
Gauge : 1435 mm ( standard gauge )
Power system : side busbar, painted below,
750 V  =
Legend
BSicon STR.svgBSicon STR.svg
North ring
BSicon SBHF.svgBSicon STR.svg
West harbor U9
BSicon STR.svgBSicon SBHF.svg
Wedding U6
BSicon xABZgl.svgBSicon xABZgr.svg
0.0 00.1
BSicon exSTR.svgBSicon exhKRZWae.svg
0.7 Berlin-Spandau shipping canal
BSicon exSHST.svgBSicon exSHST.svg
Perleberger Bridge
BSicon exBS2l.svgBSicon exBS2r.svg
1.6 01.6
   
 1.8 00.0
BSicon extSTR.svg
   
 2.3 00.0 Central station light rail
Long-distance transport Regional line S3 S5 S7 S9 U55
BSicon extSTR.svg
   
 2.5 00.0 (End of the first stage of realization)
   
 Spree
   
 Reichstag (earlier planning)
   
 U55
   
 North-South tunnel from the Brandenburg Gate
   
 Potsdamer Platz Regional line U2
   
 North-south tunnel to Anhalter Bahnhof
   
   
 Landwehr Canal
   
 Track triangle U1 U2
BSicon exBS2 + l.svgBSicon exBS2 + r.svg
BSicon xABZg + l.svgBSicon xABZg + l.svg
from Anhalter Bahnhof
BSicon SHST.svgBSicon SHST.svg
Yorckstrasse U7
BSicon STR.svgBSicon STRl.svg
Anhalter suburban train to Südkreuz
BSicon BS2l.svgBSicon BS2c3.svg
S-Bahn stop ...
 Julius-Leber-Bridge
   
 Wannseebahn to Schöneberg
   
 Südring of Schöneberg
Tower S-Bahn station - above
 Südkreuz Anhalter suburban railway

S21 , partly also marketed as City-S-Bahn , is the planning name for a project in Berlin , with which a second north-south route of the S-Bahn Berlin is to be realized in the inner city area in the medium term . This serves, among other things, to better connect the Berlin Central Station . The first construction phase with two branches from the northern Berlin Ringbahn to the main train station is to be provisionally put into operation by summer 2021 and finally completed by 2026. Subsequently, the construction of a subsequent section to Potsdamer Platz station is planned. There are considerations for a third and fourth construction phase up to the Yorckstraße station and further to the southern part of the ring line. The Berlin Senate is assuming total costs of around 900 million euros for the three construction sections from the Nordring to Yorckstrasse.

Route

The line creates a S-Bahn connection from the Nordring ( Jungfernheide and Westhafen as well as Wedding and Gesundbrunnen ) and the northern suburban lines ( Kremmener Bahn from Hennigsdorf , Nordbahn from Oranienburg and Stettiner Bahn from Bernau ) via the main station, Potsdamer Platz, Gleisdreieck , Yorckstraße to Südring ( Schöneberg , Südkreuz ) and the southern suburban lines ( Wannseebahn from Berlin-Wannsee , Anhalter Vorortbahn from Teltow and Dresdener Bahn from Blankenfelde ).

Two more railway tunnels run almost parallel to the S21 in a north-south direction: The first north-south tunnel of the Berlin S-Bahn is the tunnel section under the city ​​center and comprises the section Bornholmer Strasse - Gesundbrunnen - Friedrichstrasse - Anhalter Bahnhof - Priesterweg / Schöneberg . A link between the two tunnel sections is planned at the Potsdamer Platz and Yorckstrasse stations . The north-south long-distance railway line for long-distance and regional trains from the Nordring via the main station to Südkreuz runs through the north-south long-distance railway tunnel, which went into operation in 2006 .

The project is divided into several planning and implementation phases, the first of which is currently being implemented.

prehistory

In June 1992 the Federal Ministry of Transport decided on the mushroom concept . It provided for the construction of a central station in the area of ​​the former Lehrter station . While the area in the east-west direction was already opened up with the Berlin light rail , there was no efficient inner-city connection in the north-south direction. For this purpose, the construction of a S-Bahn line was planned, which should lead in a north-west direction to the Berlin Ringbahn and from the Berlin Beusselstrasse station to Tegel Airport . A route to the south via Potsdamer Platz station and on to Yorckstrasse was planned. A little later, the planning was supplemented by a connection to the northern ring line to the east. In May 1993 it turned out that, with a standardized assessment, this S-Bahn route would not have even come close to achieving a benefit-cost factor of 1.

In the Berlin Senate, which was ruled by a grand coalition at the time , there were different views on the project. The CDU with its Senator for Transport Herwig Haase endorsed the concept; the SPD with the building senator Wolfgang Nagel rejected it because of the high costs. After the federal government was not ready to finance the project, the Berlin Senate decided on October 5, 1993 not to build the line immediately. The Senate also decided not to keep the route free by resolution of November 30, 1993. At that time, the project was estimated to cost one billion marks. A year later, Haase tried to keep the route free and to build individual preliminary work in the Potsdamer Platz area, but initially failed. At the beginning of 1995, however, the Senate's decision was revised in the House of Representatives and it was decided to keep the planned route free after the SPD parliamentary group had opposed the building senator's decision. However, the resolution at that time only included keeping the route clear at the northern end of the line to the east, but not to the western ring line.

In autumn 1999, the Berlin Senate assured Deutsche Bahn that it would finance the shell of the connection from the north ring to the Lehrter station (later the main station ). During the construction of the long-distance railway tunnel and the underground section of the station, corresponding systems for the S-Bahn should also be built. At the time, Deutsche Bahn assumed that the S21, together with the mainline tunnel, could go into operation in mid-2005. However, the unclear financing caused further delays in construction. At the beginning of 2001, the federal government declared that it still considered the route to be unnecessary and did not want to finance it. In contrast, the Berlin Senate still considered a north-south connection to the new central train station to be important. Deutsche Bahn also saw the construction of the S21 as urgent.

Planning and implementation stages

Nordring - main station

Prepared threading at Westhafen S-Bahn station , 2013
Lifting in of the railway bridge on Perleberger Strasse, December 2014
Construction of the bridge over the Hamburg-Lehrter freight yard, 2016

In a first construction phase - around four kilometers long - a new line will be realized from the Nordring - branching off from the Wedding and Westhafen stations - to the main train station, where the section ends in a new underground station to be built. An additional intermediate station at the Perleberger Brücke has been considered in the planning, but its construction has not yet been planned.

Coming from the Westhafen train station, the west branch will pass under the Perleberger Bridge by means of a 410-meter-long tunnel at ground level after passing under the ring railway tracks . The east branch from Wedding station will cross under the tracks of the Ringbahn in a 190 meter long tunnel, then cross the then interrupted Tegeler Straße at street level and from there ascending on a 152 meter long prestressed concrete bridge the green area of Mettmannplatz , a newly built connecting road on the north bank , cross the Berlin-Spandauer Schifffahrtskanal and the street on Friedrich-Krause-Ufer. The line crosses under the long-distance line from Gesundbrunnen station to the main station by being guided through a double pillar of the existing bridge (“flyover”, ⊙ ). The Perleberger Strasse is then crossed on a 48 meter long arched bridge. The originally planned platforms of the Perleberger Brücke station - at the top as side platforms and at the bottom as central platforms - would therefore be at different heights below and above the Perleberger Brücke. To the south, there is another 265-meter-long prestressed concrete bridge to cross the tracks of the former freight and container station and to thread it into the western branch of the route at no height . The line then runs on two tracks in an approximately 190-meter-long trough and a subsequent 610-meter-long tunnel to the main train station (deep). For the S-Bahn station Hauptbahnhof, preliminary work was already carried out during the construction of the main station immediately to the east of the underground station.

The construction phase includes the implementation of three bridge structures, 7,400 meters of track and ten switches, as well as the construction of a new electronic interlocking and a new Perleberger Brücke substation   for the traction power supply. Tegeler Straße will be closed, instead the parallel north bank will be expanded as a road and tied through to Fennstraße.

This section will enable trains on the Ringbahn to run to the main station and back in the manner of a north ring hairpin . There are also plans to run trains from Frohnau directly to the main station.

There is a marked for the section since 2005 zoning decision of the Federal Railway Authority ago.

On October 13, 2000 the groundbreaking ceremony for precautionary measures for the branches of the S21 was celebrated on the north ring . After years of dispute, the Berlin Senate had previously provided 85 million marks (adjusted for purchasing power in today's currency: around 57 million euros). Extensions were implemented using tunnels at the Westhafen and Wedding ring stations. The connection to the north of the Berlin Central Station, which is funded by the federal government through the Municipal Transport Financing Act with 24 million euros, was originally supposed to be completed by 2006. In July 2007, Deutsche Bahn announced delays in the implementation of the first construction phase.

In January 2010, construction work began to produce the tunnel shell under Invalidenstrasse . A renewed "first groundbreaking" for the station construction at the main station took place in June 2011. The services for the shell construction of the tunnel, the trough and the traffic station at the main station were put out to tender on May 23, 2011, on May 9, 2012 the bridges and were put out to tender Ramps as well as civil engineering and track construction. Construction work began at the end of 2011 south of Invalidenstrasse, and in spring 2012 also on the tunnel and the trough north of Invalidenstrasse.

The completion and commissioning of this first construction phase was initially planned for 2017, for which costs of around 227 million euros were estimated. After deficiencies in the preliminary structural work at the main train station were discovered, cost increases and commissioning can be expected in December 2020 at the earliest. Operation at the main station is initially to take place via a provisional platform under Invalidenstrasse to the north of the actual station, with shuttle trips to Gesundbrunnen station. The passenger association IGEB criticizes the low benefit of this interim solution and instead calls for the necessary funds to be invested in the construction of the train station at Perleberger Brücke. The additional costs of this temporary station, including elevators and fire protection, should amount to 20 million euros, according to a press report. Due to the foreseeable increase in costs, the federal government is pressing for an update of the cost-benefit study, in one variant the train station at Perleberger Brücke is now also being considered. The updated cost-benefit study provided a value of 1.15 at the end of 2015 with the construction costs now estimated at 319 million euros. The additional train station at Perleberger Brücke included in the basic planning was not included in this investigation. At the beginning of 2020, the State of Berlin and Deutsche Bahn agreed to take preventive measures for this station. The stop at the Perleberger Bridge is to be ordered on the basis of a cost-benefit analysis that has yet to be carried out.

The last large excavation pit of the first construction phase at the main station has been under construction since August 2018, in which the actual station area for the S21 will then be built. For this purpose, parts of Europaplatz and the right of way there had to be Template: future / in 2 yearsclosed until December 2022 .

After construction delays - u. a. Due to the ingress of groundwater at the construction pit under Minna-Cauer-Straße - a provisional opening of the section is now expected in 2021 (as of 2019). The final station at the main train station can probably only be completed in 2026 due to changed construction technology Template: future / in 5 years. The additional costs are not officially quantified. At the beginning of 2020, Deutsche Bahn stated the total costs for this construction phase at around 400 million euros.

Central Station - Potsdamer Platz

Sweeping system Potsdamer Platz in the direction of the hayloft (middle tracks), advance payment for the integration of the S21

A second construction phase - 1.9 kilometers long - is to lead through a new underground crossing of the Spree east of the Paul Löbe House and the Reichstag building and west of the Brandenburg Gate to Behrenstrasse , where the route will lead to the upper floor of the northern section built between 1934 and 1936 -Süd-Tunnels ( colloquially called "Heuboden") to connect to the existing S-Bahn station Potsdamer Platz . The S-Bahn lines in north-south direction can then be routed north of Potsdamer Platz either via Friedrichstrasse station or via the main station. There are no intermediate stops on this section. Original plans for a stop at the Reichstag building were discarded. The Bundestag had spoken out against such a station.

A feasibility study examined different options for crossing the Spree south of the main station. In 2007, the Senate spoke out in favor of constructing the tunnel section under the Spree using a 115-meter-long shunting system from a dry dock on the southern bank. For this purpose, appropriate precautionary measures would be necessary north of the Spree, immediately following the first stage of implementation, which should already be implemented together with this. In 2010, Deutsche Bahn announced the design planning for this. For the further extension up to the connection “hayloft”, cost estimates were drawn up for two variants (in the open construction method and in shield tunneling ), which were included in the federal cost-benefit study.

This cost-benefit study, which also included the first phase of implementation, turned out to be positive, with costs of 317 million euros (excluding the train station at the Reichstag building ) expected for both phases. After completion of the second section, around 80,000 passengers are expected north of the main station and around 70,000 passengers a day south. The route will then be served by a new line S21 ( Jungfernheide - Hauptbahnhof - Potsdamer Platz), the S1 line ( Oranienburg / Frohnau - Hauptbahnhof - Wannsee ) and the S85 ( Berlin Brandenburg Airport - Ostkreuz - Nordring - Hauptbahnhof - Potsdamer Platz - Zehlendorf ).

In March 2013, the state of Berlin announced that it would assume the planning costs and initiate the approval process. The construction time was given as two to three years at a cost of 175 million euros. For this purpose, a new tunnel is to be built between the main train station and the area of ​​the Brandenburg Gate to connect to the tunnel that has existed since 1936 and is currently used as a parking facility. A ten-minute cycle with the S1 line is planned for the through tunnel, which is to be reduced to a five-minute cycle during rush hour. In June 2013, Deutsche Bahn tendered planning services for the approximately 1.2-kilometer-long new tunnel section, including the traffic systems and technical equipment. There are currently no reliable statements as to when construction can actually begin, as the plan approval procedure is not expected to be initiated until 2021. The construction time for the second section is currently given as around six years. The tunnel section is mainly to be built using shield driving , with the two tunnel tubes bypassing the Reichstag on separate paths to the east and west. According to media reports, the planned route has been blocked by the Bundestag administration for several years. An open excavation pit is planned in front of the Brandenburg Gate for the connection to the existing tunnel. Planning and construction costs are now estimated at 199 million euros.

At the beginning of 2020, the Building and Spatial Commission of the German Bundestag gave up its long-term blockade due to safety concerns about the S21 route at the Reichstag building and agreed with Deutsche Bahn on the route. Thereafter, the S21 line will run past the Reichstag building in two single-track tunnels to the east and west, whereby the distances have been increased due to a changed maximum speed and the resulting adapted route. In the south, the preliminary construction work from the 1930s ( hayloft ) is connected. The existing draft plan is now being revised accordingly.

Potsdamer Platz - Yorckstrasse

Prepared route development south of Potsdamer Platz station
Track clearance next to the Mendelssohn-Bartholdy-Park underground station and under the buildings on the Gabriele-Tergit-Promenade

The third 3.9-kilometer section would follow plans from the 1930s, according to which the Potsdam ring and suburban railway station should be closed and the S-Bahn trains from the underground station Potsdamer Platz should use the same routes instead. For this purpose, when the Potsdamer Platz S-Bahn station was built, separate extensions were built at its southern end to later integrate the tracks of the Südringpitzkehre , but never used. During the construction of a commercial building in the 1990s, these were extended as a precautionary measure and connected to the existing north-south S-Bahn tunnel via an Omega seal made of rubber. There is nothing left of the old tracks of the Potsdam train station.

Further south, a route roughly along the former Südringspitzkehre - in the northern section parallel to the U2 underground line and below the buildings of the Park Kolonnaden between Gabriele-Tergit-Promenade and Köthener Straße  - will be kept free for the S21, followed by one new bridge to cross the Landwehr Canal and the Gleisdreieck parking garage and to reach the Gleisdreieck underground station . A transfer station is planned there, which would create a transition to the current U1 line for the first time , as well as shorter distances for a change to the U2 line than at Potsdamer Platz. From this new station, the new line would cross the mouth of the Nord-Süd-Fernbahn tunnel and cross under the viaduct of the subway in order to join the Wannseebahn in the direction of the Yorckstraße S-Bahn station (Großgörschenstraße), which has been running there since the 1930s. and, if necessary, thread it through a branch structure into the suburban line to the S-Bahn station Yorckstraße (S2, S25).

A planning agreement was signed for this construction phase in August 2019, after which the State of Berlin will assume the planning costs of around 7.3 million euros for the next four years. It includes a 2.1 km long route from Potsdamer Platz via Gleisdreieck to the two S-Bahn stations Yorckstraße and Yorckstraße (Großgörschenstraße) as well as a new S-Bahn station at the Gleisdreieck underground station. The preliminary planning should be completed by 2023. The construction of this section should take place according to current planning by 2030 Template: future / in 5 years.Template: future / in 5 years

Yorckstrasse - Südring

The planned route of the fourth section begins at the Julius-Leber-Brücke station . It leads over the so-called Cheruskerkurve to be rebuilt as part of the former Südringpitzkehre and connects to the east in the Südring. The end of the connecting curve is just before the Südkreuz train station . The branching of the route at the Julius-Leber-Brücke station was already taken into account when it was built in the 2000s: the outer platform to the north (Yorckstraße) can be extended by a second edge for the also north-facing S21 track to form a central platform , making it wheelchair-free Entrance and a comfortable transfer would allow.

The tracks of the Cheruscan curve were removed in the 1950s. The earlier routes can still be seen in the Cheruskerpark, which is located on the site today, between Cheruskerstraße and the Gasometer site .

Lines

According to the Berlin public transport plan 2019-2023, the new S-Bahn line is to be served by the following lines: With the opening of the first construction phase, a new line S15 is to run from an interim platform in the main train station (deep) via Wedding to Gesundbrunnen . The clock density is in daily traffic ten minutes in the day outlying 20 minutes and in the night traffic is 30 minutes. The new line S15 is to run later to Waidmannslust and, if more S-Bahn vehicles are available, to Frohnau . The S46 line from Königs Wusterhausen to Westend is to be extended via Jungfernheide , Beusselstraße and Westhafen to the main train station (deep). In addition, line S85 is to run from Berlin Brandenburg Airport via Ostkreuz and Gesundbrunnen to the main train station (deep). A line with the designation S21 should not initially exist. With the reopening of the Siemensbahn , an S-Bahn line running every 10 minutes from Gartenfeld via Jungfernheide and Westhafen to the Hauptbahnhof (deep) could bear this name. This line will be continued with the implementation of the second and third construction stages.

See also

Web links

Commons : S21 (Berlin)  - Collection of images, videos and audio files

Individual evidence

  1. ↑ S-Bahn Berlin S21 on the construction projects page on the Deutsche Bahn website, accessed on December 28, 2019.
  2. ↑ S-Bahn Berlin. New S-Bahn route: Nordring - Hauptbahnhof - Potsdamer Platz - Yorckstraße. (PDF; 2.9 MB) In: stadtentwicklung.berlin.de. Berlin Senate Department for Urban Development and the Environment, accessed on August 29, 2019 .
  3. ↑ Bridges and tunnels for the new S-Bahn line S 21. In: s-bahn-berlin.de . S-Bahn-Berlin GmbH, accessed on January 6, 2014.
  4. ↑ Verkehr - Berlin - S21 will not go into operation until next year. In: Süddeutsche Zeitung . Retrieved August 27, 2020 .
  5. ↑ Thomas Fülling: S-Bahn in Berlin: City-S-Bahn S21 to the main station not until 2021. August 28, 2019, accessed on January 20, 2020 (German).
  6. ↑ Printed matter 18/10590. (PDF; 155 kB) Berlin House of Representatives, March 14, 2017, accessed on September 2, 2017 .
  7. ↑ a b Keeping a railway line S21 clear . In: Signal 2/1995, pp. 13-14.
  8. ↑ Preliminary draft planning for traffic facilities in the central area completed . In: Signal 5/1993, p. 8.
  9. ^ S21 planning: The neverending story . In: Signal , 1/1995, pp. 6-7.
  10. ↑ S-Bahn to Tegel canceled . In: Berliner Zeitung , December 14, 1994.
  11. ↑ S21 gets a new chance . In: Berliner Zeitung , January 28, 1995
  12. ↑ Green light for the new north-south runway . In: Berliner Zeitung , November 2, 1999.
  13. ↑ The federal government still does not want to pay any money for the second north-south S-Bahn . In: Berliner Zeitung , November 2, 1999.
  14. ↑ Will the U5 be expanded until 2020? In: Berliner Zeitung , January 29, 2004.
  15. ↑ a b No money for the Perleberger Brücke S-Bahn station, but money for useless S21 shuttle service . In: signal . No. 2 , 2014, p. 21 ( igeb.org [PDF; 2,3 MB ; accessed on March 2, 2016]).
  16. ↑ Europe-wide construction tender DB Netz. Retrieved June 4, 2016
  17. ↑ a b Deutsche Bahn AG (Ed.): Fact sheet on the S-Bahn connection to the main station . June 6, 2011.
  18. ↑ a b Conditions for the construction of the new north-south S-Bahn created. Senate Department for Urban Development, August 8, 2008, accessed on July 29, 2012 .
  19. ↑ Planning approval decision on the plan of DB Netz AG for the construction project S21 - Nordring connection to Lehrter Bahnhof - Berlin-Westhafen - Berlin Lehrter Bahnhof - Berlin Wedding. ( Memento from January 6, 2014 in the Internet Archive ) (PDF) Federal Railway Office (Ed.), Accessed on January 6, 2014
  20. ↑ Berlin's second north-south S-Bahn is a long time coming. In: Berliner Zeitung , January 22, 2009
  21. ↑ S-Bahn connection for Berlin Central Station . In: Eisenbahn-Revue International , issue 12/2000, ISSN  1421-2811 , p. 531.
  22. ↑ Start of construction - Berlin starts its megaproject S21. In: Berliner Morgenpost . June 6, 2011, accessed February 13, 2012 .
  23. ^ Announcement: S-Bahn Berlin, S21 new building; Award package VE03.2 including VE 02.0, tunnel and trough structure, traffic station S 21 Hauptbahnhof. In: ausschreibung-deutschland.de. May 23, 2011, accessed February 13, 2012 .
  24. ^ Announcement: S-Bahn Berlin, S21 new building; Award package VE02.1 bridges, ramps, other civil engineering and VE 02.2 civil engineering and track construction. In: ausschreibung-deutschland.de. May 9, 2012. Retrieved July 29, 2012 .
  25. ↑ a b Peter Neumann: From through the wet . In: Berliner Zeitung . February 8, 2017, ISSN  0947-174X , p. 16 .
  26. ↑ Printed matter 17/16570. (PDF) Berlin House of Representatives, July 23, 2015, accessed on March 3, 2016 .
  27. ↑ BT-Drs. 18/9543 , answer to questions 1 and 8
  28. ↑ a b c d From the plane to the train (in point 3, no. 03/2020). (PDF; 5.7 MB) New route S21: tunnel route has been clarified (page 6 f.). www.punkt3.de, February 11, 2020, accessed on February 29, 2020 ( web version ).
  29. ↑ Start of tunnel construction at the main train station . In: point 3 . No. 16 , 2018, p. 13 ( online [accessed October 13, 2018]).
  30. ^ Thomas Fülling: S-Bahn in Berlin: City-S-Bahn S21 to the main station not until 2021. In: Berliner Morgenpost . August 28, 2019, accessed on September 15, 2019 (German).
  31. ↑ German premiere: diving excavators in action. In: Der Tagesspiegel . October 27, 2017. Retrieved November 8, 2017 .
  32. ↑ a b S-Bahn Berlin S 21. In: bauprojekte.deutschebahn.com. Archived from the original ; accessed on July 19, 2019 .
  33. ^ A b Reichsbahnrat Krämer, WVV, Berlin: North-South S-Bahn Berlin . Ed .: Otto Elsner (=  Technical-Economic Library, reprints from the "Verkehrstechnischen Woche" . No. 51 ). Berlin 1936, north-south S-Bahn section "Unter den Linden", p. 28–35 : “The southern part of the north-south S-Bahn, which is temporarily in operation, is around 900 m long [...] extends from Dorotheenstrasse over Unter den Linden - Brandenburger Tor to almost Lennéstrasse, the end point the provisional storage group of the Unter den Linden train station "
  34. ↑ Connection of the main station to the ring and north-south S-Bahn (S21 S-Bahn project). Senate Department for Urban Development and the Environment, accessed on July 29, 2012 .
  35. ↑ Klaus Kurpjuweit: Light for the tunnel . In: Der Tagesspiegel . No. 21776 , August 12, 2013, p. 11 (similar version online ).
  36. ↑ Call for tenders: Preparation of the draft and approval planning for the new S21 building in the Humboldthafen / Spree crossing area south of the S21 train station. In: competitionline.com. March 2, 2009. Retrieved July 29, 2012 .
  37. ^ S21, southern extension from the main station to Potsdamer Platz. (PDF; 159 kB) (No longer available online.) GuD Consult GmbH, archived from the original on January 14, 2014 ; Retrieved July 29, 2012 .
  38. ↑ Klaus Kurpjuweit: Berlin is planning a new north-south tunnel for the S-Bahn . In: Der Tagesspiegel . No. 21641 , March 25, 2013, p. 9 (similar version online ).
  39. ^ D-Berlin: Services from engineering offices. 2013 / S 117-200584. Contract Notice - Utilities. Services . In: Official Journal of the European Union . June 17, 2013, accessed August 13, 2013 .
  40. ↑ a b That brings the new S-Bahn for Berlin . In: Berliner Kurier (online). April 23, 2017. Retrieved April 23, 2017 .
  41. ↑ Bundestag blocks expansion of rail tunnel. In: tagesspiegel.de. December 13, 2019, accessed December 13, 2019 .
  42. ^ Michael Braun: Nordsüd-S-Bahn Berlin - 75 years of underground railways . Ed .: Berlin S-Bahn Museum. GVE-Verlag, 2008, ISBN 978-3-89218-112-5 , p. 101 .
  43. ↑ Financing agreement signed for third construction phase of the S 21. Senate Department for the Environment, Transport and Climate Protection , August 8, 2019, accessed on October 6, 2019 .
  44. ↑ From the Nordring to the Hauptbahnhof New route for S21 will be ready in 2020. In: Berliner Zeitung , August 31, 2017.
  45. ↑ S-Bahn station Kolonnenstrasse - A new chapter in the neverending story . In: signal . No. 2 , 2005, p. 9 ( online [accessed February 4, 2014]).
  46. ↑ Berlin public transport plan 2019–2023. (PDF) State of Berlin - Senate Department for the Environment, Transport and Climate Protection , February 27, 2019, accessed on August 27, 2020 .