Bypass Railway (Brandenburg)

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A system of several railway lines around Berlin opened between 1902 and 1926 was called a bypass or freight bypass . The bypass line was supposed to establish connections between the main lines leading radially to Berlin. Original plans envisaged a complete ring around the city, which was not realized. As part of the bypass project, three longer railway lines were completed:

Large marshalling yards near Seddin and Wustermark also went into operation in the first quarter of the 20th century . Connections from the bypass were built to these stations.

With the outer ring of goods and the outer ring of Berlin , later railway constructions took up the project of the bypass railway in a modified form.

prehistory

As early as 1850, a few years after the completion of the first Berlin railway lines, the problems of a system consisting of lines leading radially to Berlin that ended at different terminal stations in the city became apparent. In 1851 the Berlin connecting line was opened, a half-ring that connected the Berlin terminus stations with one another for goods traffic and the transport of luggage. The capacity of the single-track and winding route soon proved to be inadequate, and the ground-level route also hindered road traffic.

The Berlin Ringbahn went into operation in two stages in 1871 and 1877 and was expanded to four tracks around 1890. The Berlin Stadtbahn , which opened in 1882, also relieved traffic in the east-west direction . Nevertheless, the growth in population and industrialization at the end of the 19th century again ensured that the Berlin rail system reached its capacity limits. This should be remedied - in combination with the construction of marshalling yards outside the densely built-up urban area - several bypass routes.

The bypass

history

The main aim of the planning for a bypass line around Berlin was to direct through freight traffic around the city. In this context, there was also the construction of large marshalling yards outside the Berlin urban area. Furthermore, military goals were also pursued . At Jüterbog, large military training areas were created around the turn of the century; In 1897 the Royal Prussian Military Railway was extended from Berlin via Zossen from Kummersdorf to Jüterbog; A branch line from Jüterbog to Treuenbrietzen had already been in operation since 1894 . As the first section of the actual bypass line, the line from Nauen via Wustermark to Wildpark near Potsdam went into operation in 1902 . In 1904 the route from Treuenbrietzen to Beelitz Stadt was extended and in 1908 the gap between the wildlife park and Beelitz was closed.

Already completed sections of the bypass and other plans from 1912

Before the First World War , construction work began on the northern stretch of the bypass line from Nauen via Kremmen to Oranienburg . This line was opened in 1915.

At that time, the planning for the bypass in the south of Berlin was well advanced. At the beginning of the 1910s they envisaged a connecting route from Michendorf to Biesdorf via Wuhlheide . A marshalling yard was to be built south of Michendorf . In March 1914, the Prussian state parliament received a draft of a railway loan law, which, among other things, contained the funds for the construction of this connection. Mahlsdorf was planned as the new eastern end point , where a marshalling yard was also planned. Earlier considerations around 1909 had favored a further south-east running route via Königs Wusterhausen to Hangelsberg on the Silesian Railway.

The course in the north and east of Berlin was still open. Rough planning envisaged the construction of a route from Oranienburg to Eberswalde and from there another route of the bypass to the south.

The First World War did not result in the construction of further routes, but the planning continued under the responsible management of senior building officer Waldemar Suadicani . It was not expected that the 57-kilometer route would cover costs, but there was an urgent need to relieve pressure on the railway systems in Berlin and provide high military benefits.

After the end of the war, 44 million marks were again approved in the budget of the Reich Ministry of Transport in 1922 for the construction of the southern bypass line designed as the main line . At the beginning of the 1920s, the Seddin freight yard near Michendorf was opened, the construction of which had already begun before the First World War. The section between Seddin and Michendorf was expanded to include four tracks; Connections from the marshalling yard to the bypass in the direction of Treuenbrietzen and the wildlife park were built.

On December 1, 1926, the section of the bypass line from Michendorf to Großbeeren was opened on the Anhalter Bahn . A continuation of the line to the east was also planned at that time. As far as the Sadowa (Wuhlheide) area, the route planned at the time via Diedersdorf , Schönefeld and further north past Berlin-Adlershof corresponded to the earlier plans. Between the Silesian Railway and the Ostbahn, a route east of the Köpenick station was now planned, a marshalling yard in Schöneiche was planned.

As a result of the global economic crisis , these plans were no longer implemented.

Construction work

The line originally planned as a two-track main line was only built as a single track. The exception was the section from Wustermark station to Nauen, which was expanded to two tracks after the Wustermark marshalling yard went into operation . In the vicinity of the Wildpark , Wustermark and Nauen train stations , the bypass line was routed across the intersecting routes, in Kremmen under the route from Berlin. The bypass ran parallel to the respective existing lines in the stations where the lines were connected. The threading into the Oranienburg station was implemented in a similar way , so that if the bypass line had been extended further to the east, it would have been possible to operate without crossings.

After the Wustermark marshalling yard went into operation, connecting routes to the bypass line were created between the Wustermark station and the marshalling yard as well as the marshalling yard and the Priort station.

Southwest of Berlin, the bypass line crossed the Berlin-Blankenheimer Railway (Wetzlarer Bahn) away from train stations, initially only a connecting curve was built there from the Wildpark towards Belzig. When the Seddin marshalling yard went into operation, it was also connected to the bypass in both directions.

In connection with the construction of the bypass line, the Nauen and Oranienburg stations were significantly redesigned. The tracks and platforms were relocated in an elevated position, the facilities for suburban and long-distance traffic were separated and the areas for freight traffic were combined. Oranienburg station received a new reception building. The Kremmen station was also rebuilt to a lesser extent.

The southern bypass was also supposed to cross the existing lines at no level. In Bahnhof Berlin-Koepenick it should open out according to the plans in 1916, parallel to the old galleries in the link station, much like it was done already in the existing sections of the bypass path. In Köpenick, a flyover was planned east of the station via the Lower Silesian-Märkische Eisenbahn , including a double-track connecting curve in the direction of the Rummelsburg marshalling yard .

At the intersection with the Görlitzer Bahn , long-distance traffic from the south-east was to be routed via a pair of tracks onto the bypass and at Köpenick onto the Berlin Stadtbahn . Only single-track connections were planned at the intersections with the Anhalter and Dresdener Bahn .

The steepest gradient was 1: 140, the smallest radius of curvature (with the exception of the Wildpark train station) was 400 meters.

Later projects

Outer ring of goods

After the National Socialists came to power and their plans to transform Berlin into the world capital Germania , a reorganization of the railway system was also planned. In this context, plans for a railway bypass around Berlin with an outer freight ring were revived. While the existing bypass line to the west of Berlin could be used for this purpose, the route in the south of the city was completely redesigned. The reason was that a large marshalling yard was to be built near Großbeeren , which was partially put into operation as an auxiliary shunting yard in 1941. The outer freight ring was built far north of the originally planned bypass route from Teltow via Lichtenrade to Schönefeld. From Grünau to the direction of Biesdorf, he roughly followed the original plans for the bypass railway; further north it was provisionally extended to the Berlin-Karow station at the intersection with the Stettiner Bahn .

More connecting railways

Shortly after the end of the Second World War , it became increasingly necessary to bypass the western sectors of the divided city of Berlin. In 1949, a connection between Zossen on the Dresden Railway and Mittenwalde on the Neukölln-Mittenwalder Railway was rebuilt. It was opened in 1944 for military reasons, but was dismantled in 1947 as a reparation payment to the Soviet Union . Connecting curves at Mittenwalde and Schönefeld made it possible to guide trains to the Görlitzer Bahn or the outer freight ring and on to the Stadtbahn. The northern part of the outer freight ring to Berlin-Karow , which was also dismantled as a reparation payment , was also rebuilt. From there a new line was built via Basdorf to the Berlin Northern Railway to Fichtengrund near Oranienburg , which went into operation in May 1950. With this and with the existing routes of the bypass railway, it was possible to bypass West Berlin to a large extent . For traffic mainly to the industrial location Hennigsdorf , another bypass line went into operation in 1951 with the Oranienburg – Velten railway line .

In those years, further connecting curves were created from the bypass railway to existing routes, for example between Altes Lager and Dennewitz, with which the Jüterbog station could be bypassed for traffic to the Anhalter Bahn , as well as from Potsdam main station in a southward direction past the Wildpark station.

Berlin outer ring

The bypass routes built between 1945 and 1951 were not very efficient. With the growing demarcation of the two parts of Germany and Berlin, a rail connection became necessary that could accommodate the growing traffic. The existing routes proved to be unsuitable for this in terms of their alignment and, in some cases, their location. This is how the Berlin outer ring was built in the 1950s . In the west, from the junction with the Lehrter Bahn near Priort to Golm and from Saarmund to Genshagener Heide, he used the route of the bypass railway, with the track layout being completely changed. From Genshagener Heide to Grünauer Kreuz, the outer ring followed the original plans for the surrounding railway. In the further course to the north to the Karower Kreuz, its routing corresponded to that of the outer freight ring, which in turn, from Grünau to around Biesdorf, was based on the plans for the bypass from the early 1910s. After the construction of the Berlin Wall , the outer ring was expanded to double-track throughout, including the western part of the bypass line between Golm and Priort / Elstal, which was initially directly integrated into the ring.

Todays situation

Between Priort and Golm as well as Saarmund and Genshagener Heide, the bypass line has opened into the Berlin outer ring; The station buildings in Priort and Satzkorn have been preserved. The section of the bypass line between Michendorf and Genshagener Heide is a double-track electrified main line, which is primarily used to connect to Seddin station. The line between Golm and the junction with the Wetzlarer Bahn near Seddin is a single-track electrified mainline; the piece between the Wetzlarer Bahn and Jüterbog a single-track branch line. In the area of ​​the overpass over the Wetzlarer Bahn, the route has been closed since 1998.

The section between Nauen and Oranienburg already lost its importance with the construction of the outer ring; Passenger traffic had already been stopped there in 1967. The line was kept as a bypass route and for military reasons until the 1990s and has now been closed.

The line between Priort, Wustermark and Nauen was a single-track electrified main line. However, the section between Wustermark and Nauen, through which long-distance traffic ran between West Berlin and Hamburg until the early 1990s, was shut down in 1996.

Web links

Commons : Bypass  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d e f The goods bypass around Berlin , in: Zentralblatt der Bauverwaltung , 1916, No. 15, p. 107/108
  2. ↑ a b E. Giese, redesign of the railway systems near Spandau and construction of a marshalling yard near Wustermark (PDF; 14.1 MB), in: Zentralblatt der Bauverwaltung , 1912, pp. 651–654
  3. ↑ Miscellaneous, in: Zentralblatt der Bauverwaltung , 1914, No. 26, p. 207
  4. ↑ Bernd Kuhlmann, Bahnknoten Berlin, The development of the Berlin railway network since 1838 , Verlag GVE, Berlin 2006, ISBN 3-89218-099-7 , p. 40
  5. ^ Budget of the Reich Ministry of Transport, Prussia-Hesse branch , in: Zentralblatt der Bauverwaltung , 1922, No. 21 (March 11, 1922), p. 122
  6. ^ Map of the Reichsbahndirektion Berlin, 1927, online
  7. ↑ a b Bernd Kuhlmann, Bahnknoten Berlin, The development of the Berlin railway network since 1838 , Verlag GVE, Berlin 2006, ISBN 3-89218-099-7 , pp. 98-101.
  8. ↑ Bernd Kuhlmann, Bahnknoten Berlin, The development of the Berlin railway network since 1838 , Verlag GVE, Berlin 2006, ISBN 3-89218-099-7 , pp. 114–115.