1.
Berlin
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Berlin is the capital and the largest city of Germany as well as one of its constituent 16 states. With a population of approximately 3.5 million, Berlin is the second most populous city proper, due to its location in the European Plain, Berlin is influenced by a temperate seasonal climate. Around one-third of the area is composed of forests, parks, gardens, rivers. Berlin in the 1920s was the third largest municipality in the world, following German reunification in 1990, Berlin once again became the capital of all-Germany. Berlin is a city of culture, politics, media. Its economy is based on high-tech firms and the sector, encompassing a diverse range of creative industries, research facilities, media corporations. Berlin serves as a hub for air and rail traffic and has a highly complex public transportation network. The metropolis is a popular tourist destination, significant industries also include IT, pharmaceuticals, biomedical engineering, clean tech, biotechnology, construction and electronics. Modern Berlin is home to world renowned universities, orchestras, museums and its urban setting has made it a sought-after location for international film productions. The city is known for its festivals, diverse architecture, nightlife, contemporary arts. Since 2000 Berlin has seen the emergence of a cosmopolitan entrepreneurial scene, the name Berlin has its roots in the language of West Slavic inhabitants of the area of todays Berlin, and may be related to the Old Polabian stem berl-/birl-. All German place names ending on -ow, -itz and -in, since the Ber- at the beginning sounds like the German word Bär, a bear appears in the coat of arms of the city. It is therefore a canting arm, the first written records of towns in the area of present-day Berlin date from the late 12th century. Spandau is first mentioned in 1197 and Köpenick in 1209, although these areas did not join Berlin until 1920, the central part of Berlin can be traced back to two towns. Cölln on the Fischerinsel is first mentioned in a 1237 document,1237 is considered the founding date of the city. The two towns over time formed close economic and social ties, and profited from the right on the two important trade routes Via Imperii and from Bruges to Novgorod. In 1307, they formed an alliance with a common external policy, in 1415 Frederick I became the elector of the Margraviate of Brandenburg, which he ruled until 1440. In 1443 Frederick II Irontooth started the construction of a new palace in the twin city Berlin-Cölln
2.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
3.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
4.
Railway electrification system
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
5.
Third rail
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A third rail is a method of providing electric power to a railway locomotive or train, through a semi-continuous rigid conductor placed alongside or between the rails of a railway track. It is used typically in a transit or rapid transit system. Third rail systems are supplied from direct current electricity. The third-rail system of electrification is unrelated to the third used in dual gauge railways. Third-rail systems are a means of providing electric power to trains. On most systems, the rail is placed on the sleeper ends outside the running rails. The conductor rail is supported on ceramic insulators or insulated brackets, the trains have metal contact blocks called shoes which make contact with the conductor rail. The traction current is returned to the station through the running rails. The conductor rail is made of high conductivity steel. The conductor rails have to be interrupted at level crossings, crossovers, tapered rails are provided at the ends of each section, to allow a smooth engagement of the trains contact shoes. Because third rail systems present electric shock hazards close to the ground, a very high current must therefore be used to transfer adequate power, resulting in high resistive losses, and requiring relatively closely spaced feed points. The electrified rail threatens electrocution of anyone wandering or falling onto the tracks. This can be avoided by using platform screen doors, or the risk can be reduced by placing the rail on the side of the track away from the platform. There is also a risk of pedestrians walking onto the tracks at level crossings, the Paris Metro has graphic warning signs pointing out the danger of electrocution from urinating on third rails, precautions which Chicago did not have. The end ramps of conductor rails present a practical limitation on speed due to the impact of the shoe. The world speed record for a rail train is 174 km/h attained on 11 April 1988 by a British Class 442 EMU. In the event of a collision with an object, the beveled end ramps of bottom running systems can facilitate the hazard of having third rail penetrate the interior of a passenger car. This is believed to have contributed to the death of five passengers in the Valhalla train crash of 2015, third rail systems using top contact are prone to accumulations of snow, or ice formed from refrozen snow, and this can interrupt operations
6.
Alternating current
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Alternating current, is an electric current which periodically reverses direction, whereas direct current flows only in one direction. A common source of DC power is a cell in a flashlight. The abbreviations AC and DC are often used to mean simply alternating and direct, the usual waveform of alternating current in most electric power circuits is a sine wave. In certain applications, different waveforms are used, such as triangular or square waves, audio and radio signals carried on electrical wires are also examples of alternating current. These types of alternating current carry information encoded onto the AC signal and these currents typically alternate at higher frequencies than those used in power transmission. Electrical energy is distributed as alternating current because AC voltage may be increased or decreased with a transformer, use of a higher voltage leads to significantly more efficient transmission of power. The power losses in a conductor are a product of the square of the current and this means that when transmitting a fixed power on a given wire, if the current is halved, the power loss will be four times less. Power is often transmitted at hundreds of kilovolts, and transformed to 100–240 volts for domestic use, high voltages have disadvantages, such as the increased insulation required, and generally increased difficulty in their safe handling. In a power plant, energy is generated at a convenient voltage for the design of a generator, near the loads, the transmission voltage is stepped down to the voltages used by equipment. Consumer voltages vary somewhat depending on the country and size of load, the voltage delivered to equipment such as lighting and motor loads is standardized, with an allowable range of voltage over which equipment is expected to operate. Standard power utilization voltages and percentage tolerance vary in the different mains power systems found in the world, high-voltage direct-current electric power transmission systems have become more viable as technology has provided efficient means of changing the voltage of DC power. HVDC systems, however, tend to be expensive and less efficient over shorter distances than transformers. Three-phase electrical generation is very common, the simplest way is to use three separate coils in the generator stator, physically offset by an angle of 120° to each other. Three current waveforms are produced that are equal in magnitude and 120° out of phase to each other, if coils are added opposite to these, they generate the same phases with reverse polarity and so can be simply wired together. In practice, higher pole orders are commonly used, for example, a 12-pole machine would have 36 coils. The advantage is that lower rotational speeds can be used to generate the same frequency, for example, a 2-pole machine running at 3600 rpm and a 12-pole machine running at 600 rpm produce the same frequency, the lower speed is preferable for larger machines. If the load on a system is balanced equally among the phases. Even in the worst-case unbalanced load, the current will not exceed the highest of the phase currents
7.
Overhead line
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An overhead line or overhead wire is used to transmit electrical energy to trams, trolleybuses, or trains. Overhead line is designed on the principle of one or more overhead wires situated over rail tracks, the feeder stations are usually fed from a high-voltage electrical grid. Electric trains that collect their current from overhead lines use a device such as a pantograph and it presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to the train or tram, non-electric locomotives may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance. Alternative electrical power transmission schemes for trains include third rail, ground-level power supply, batteries and this article does not cover regenerative braking, where the traction motors act as generators to retard movement and return power to the overhead. To achieve good high-speed current collection, it is necessary to keep the wire geometry within defined limits. This is usually achieved by supporting the wire from a second wire known as the messenger wire or catenary. This wire approximates the path of a wire strung between two points, a catenary curve, thus the use of catenary to describe this wire or sometimes the whole system. This wire is attached to the wire at regular intervals by vertical wires known as droppers or drop wires. It is supported regularly at structures, by a pulley, link, the whole system is then subjected to a mechanical tension. As the contact wire makes contact with the pantograph, the insert on top of the pantograph is worn down. The straight wire between supports will cause the wire to cross over the whole surface of the pantograph as the train travels around the curve, causing uniform wear. On straight track, the wire is zigzagged slightly to the left. The movement of the wire across the head of the pantograph is called the sweep. The zigzagging of the line is not required for trolley poles. Depot areas tend to have only a wire and are known as simple equipment or trolley wire. When overhead line systems were first conceived, good current collection was only at low speeds. Compound equipment - uses a second wire, known as the auxiliary
8.
Berlin Westhafen station
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Berlin Westhafen is a station in the Moabit district of Berlin. It is served by the S-Bahn lines S41 and S42 and the U-Bahn line U9, the S-Bahn station was opened in 1898 under the name Putlitzstraße, which is the street on which the station lies. Despite sustaining damage during the Second World War, the station remained in service, the U-Bahn station was opened on 28 August 1961, soon after the building of the Berlin Wall and also with the name Putlitzstraße, although no direct interchange with the S-Bahn station existed. In 1980 the S-Bahn station lost its service owing to cessation of services on the Western part of the Ringbahn, after the Wall fell, S-Bahn services were gradually reinstated. In 1992, the U-Bahn station was renamed Westhafen after a port and on its reopening on 19 December 1999. Once one of the least-frequented U-Bahn stations on the network, the complex has now won a significance as an interchange between S-Bahn and U-Bahn
9.
U9 (Berlin U-Bahn)
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U9 is a line on the Berlin U-Bahn. The line was opened on 28 August 1961 as Line G, the path of the U9 is completely under-surface. After the division of Berlin in 1948, the citizens of West Berlin preferred buses, furthermore, the highly populated boroughs of Steglitz, Wedding and Reinickendorf were in need of a rapid transit relation to the new center of West Berlin south of the Zoo. This prompted the construction of a new line, then called line G, becoming the third north-south line after line C. Path construction was difficult as it was to underpass four U-Bahn lines, Line G from Leopoldplatz to Spichernstraße was supposed to be opened 2 September 1961. This was backdated to 28 August 1961 after the construction of the Berlin Wall proved the necessity of new line. To accommodate the U9, the Nürnberger Platz station was closed and it was replaced by Spichernstraße and Augsburger Straße stations respectively. On 29 January 1971, the longest subway extensions was implemented, the U7 takes the lead of the Möckernbrücke to Fehrbelliner Platz, Line 9 of the Spichernstraße to Walther-Schreiber-Platz. Nine kilometers of track with new stations went into operation on that day. For the Steglitz and Neukölln a fast connection to the western center, the route follows the U9 from the previous terminus Spichernstraße the Bundesallee and crosses line U7 on Berliner Straße. The lower platform is a platform, the U9 has here. This however is not in the sense, On one side of the platform, climb—at the station Berliner Straße usually on the right side. It could also be seen as apart Laid central platforms the platforms thus, only one transition at the north end of both platforms interconnects. This construction project was necessary because the construction, a road tunnel between the two side platforms was built. Similar to the Berliner Straße railway station also encloses the then-newly-built Bundesplatz a road tunnel, the tracks split up shortly before the station to bypass the tunnel and there were two side platforms. All stations were designed by Rainer G. Rümmler. Here but this used, instead of the current ceramic tiles, large-format colorful fiber cement plates, even should associations by the color scheme is always new are awakened. From Bahnhof Berliner Straße, the colors are white and red on the Coat of arms of Berlin remember, another reason why the architect is very controversial
10.
Berlin-Wedding station
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Berlin-Wedding is a station in the Wedding locality of Berlin and serves the S-Bahn lines S41 and S42 and the U-Bahn line U6. Wedding S-Bahn station first opened on 1 May 1872 and it is part of the Berlin Ringbahn, a circular line traversing many of the central districts of the city. The service, however, was disrupted in 1961 by the building of the Berlin Wall, after the fall of the Berlin Wall, many disused S-Bahn routes were gradually reinstated. The section of line between the stations Westhafen and Gesundbrunnen, with Wedding as the intermediate station, was the last of these to be reopened. This occurred on 16 June 2002, a date which was nicknamed Wedding-Day, Wedding U-Bahn station first opened on 8 March 1923 along with the rest of the newly built line between the stations Stettiner Bahnhof and Seestraße. It was opened bearing the name Bahnhof Wedding, reflecting the fact that there existed interchange with the station served by long-distance trains. It was given its current name in 1972 as the no longer existed. In addition to its links, the station is also served by two bus lines during the day and two at night. The nearby Nettelbeckplatz was once a hub for tram lines
11.
U6 (Berlin U-Bahn)
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U6 is a Berlin U-Bahn line,19.9 km long line with 29 stations. It runs in a direction from the Berlin locality of Tegel in the north via Friedrichstraße to Mariendorf. It is a large profile line. During the Cold War, both U6 termini were in the former West Berlin but the line passed under East Berlin for a section of its route. It was formerly named G1 from 1923 to 1928, just after the Scharnweberstraße station it enters a tunnel and continues under Müllerstraße. From this point it runs in a southerly direction. U6 crosses this canal in an attached to and immediately below the road-traffic bridge. The line ends at the intersection of Reisseckstraße, Friedenstraße and Mariendorfer Damm at its terminus, as early as 1901 the city of Berlin had plans for a subway running from north to south under Friedrichstraße. This work was delayed and finally abandoned due to associated with World War I. In 1919 work was resumed, but during the hyperinflation period the filling in of the already existing tunnel was proposed in 1921. However it was decided to continued construction after all, and on 30 January 1923 the first tunnel section was opened between Hallesches Tor and Stettiner Bahnhof. A northwest extension was opened on 8 March 1923 between Stettiner Bahnhof and Seestraße, with a workshop being built at the Seestraße station. At the junction Mohrenstraße and Friedrichstraße two subway lines intersected for the first time, the city’s North-South Line, renamed Line C, and the private Central Line. But as the concept of a station was not well known. The result is that passengers transferring between the two lines still today have to walk through a long connecting tunnel, popularly known by Berliners as the “mouse route”. At Belle-Alliance Straße where the line separated into two branches, three tracks were built, in the course of constructing the U7 line, the station was completely redesigned and is now called Mehringdamm. Due to disputes with the district of Tempelhof, the first route to be built was the branch to Neukölln. Work on the branch only began in 1924, but just two years later, on 14 February 1926, the stretch from Belle-Alliance-Straße to Kreuzberg was opened
12.
Berlin-Gesundbrunnen station
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Berlin-Gesundbrunnen is a railway station in Berlin, Germany. When the Berlin–Stettin railway was opened in 1842, the tracks ran farther northwestwards with a level crossing on Badstrasse. From 1 May 1897, it offered access to the Berlin–Stettin line. On 8 August 1924 Gesundbrunnen was one of the first stations to become part of the Berlin S-Bahn system when third rail trains ran from Stettiner Bahnhof to Bernau. After the opening of the Nord-Süd Tunnel in 1939, trains ran from Gesundbrunnen via Humboldthain station, plans for an access of Gesundbrunnen station to the Berlin U-Bahn network were already developed by the AEG electric company prior to World War I. Nevertheless, the station, located on the U8, was not opened until 18 April 1930. After World War II and the division of Berlin, long-distance train service diminished and was discontinued on 18 May 1952. The S-Bahn system was affected by the construction of the Berlin Wall in 1961. After German reunification in 1990, Gesundbrunnen was rebuilt extensively - it did delay the reopening of the rapid transit link to Berlin Schönhauser Allee station until 17 September 2001, the rename did not occur however and the work on the railway hub was completed on 26 May 2006. The area designated for the building is left as a public open space. The new entrance building opened in autumn 2015
13.
U8 (Berlin U-Bahn)
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U8 is a line on the Berlin U-Bahn. It has 24 stations and is 18.1 km long, the U8 is one of two north–south Berlin U-Bahn lines, and runs from Wittenau to Neukölln via Gesundbrunnen. The original proposal was for a suspended monorail like the Wuppertal Schwebebahn, the U8 line has had dark blue as its distinguishing colour since it first opened in 1927. It initially ran between Gesundbrunnen and Neukölln and was known as the GN-Bahn. Until 1966 it was designated the D line, when the U-Bahn then changed to a designation system. In 1984, the letter U was added as part of efforts to distinguish the S-Bahn from the U-Bahn. Their preferred route ran from Gesundbrunnen to Rixdorf, however, the Magistrat and city council were sceptical about the project, above all fearing accidents. In 1907, AEG made a proposal for almost the same route, in the form of an underground line within the city. After lengthy negotiations, in March 1912 the City of Berlin, the line was to begin as elevated track on Schwedenstraße and then continue to Humboldthain via Badstraße. AEG intended to build the line for the wider of the two formats, known as Großprofil, like the first north-south line. Like Siemens, AEG had formed an elevated railway company. Finally, AEGs financial situation became so difficult that they ceased all work in October 1919. Thereupon the City of Berlin brought a legal action against AEG. The city then received all the sections which had been built and planned to complete the line itself. Work did not resume on the GN-Bahn until 1926, the first work was on the southern portion of the GN-Bahn, so that service began on 17 July 1927 between Boddinstraße and Schönleinstraße. A switching track was built between the two, at the Kottbusser Tor station, the existing elevated station was relocated to make changing trains easier. Operation of the line continued on wooden trestles. It now seemed natural to continue the line via Dresdener Straße and the Oranienplatz to Neanderstraße - perhaps too natural, the GN-Bahn would now be diverted to Moritzplatz and then round a sharp curve to Neanderstraße
14.
West Berlin
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West Berlin was an enclave which comprised the western part of the city of Berlin during the Cold War. It was formally controlled by the Western Allies and formed a de facto part of West Germany, and was entirely surrounded by the Soviet-controlled East Berlin and East Germany. West Berlin had great significance during the Cold War, as it was widely considered by westerners as an island of freedom. A wealthy city, West Berlin was noted for its liberal and cosmopolitan character. With about two million inhabitants, West Berlin had the biggest population of any city in Cold War Germany and it was 100 miles east of the Inner German border and only accessible by land from West Germany by narrow rail and highway corridors. It consisted of the American, British, and French occupation sectors established in 1945 and was de facto part of West Germany and it had a special and unique legal status because its administration was formally conducted by the Western Allies. East Berlin, de jure occupied and administered by the Soviet Union, was the de facto capital of East Germany, the Berlin Wall, built in 1961, physically divided West Berlin from its East German surroundings until it fell in 1989. The Potsdam Agreement established the framework for the occupation of Germany in the wake of World War II. The territory of Germany, as it existed in 1937, would be reduced by most of Eastern Germany thus creating the former territories of Germany. The remaining territory would be divided into four zones, each administered by one of the allied countries, according to the agreement, the occupation of Berlin would end only as a result of a quadripartite agreement. The Western Allies were guaranteed three air corridors to their sectors of Berlin, and the Soviets also informally allowed road, at first, this arrangement was intended to be only a temporary administrative structure, with all parties declaring that Germany and Berlin would soon be reunited. However, as the relations between the allies and the Soviet Union soured and the Cold War began, the joint administration of Germany. Soon, Soviet-occupied Berlin and western-occupied Berlin had separate city administrations, in 1948, the Soviets tried to force the Western Allies out of Berlin by imposing a land blockade on the western sectors—the Berlin Blockade. The West responded by using its air corridors for supplying their part of the city with food, in May 1949, the Soviets lifted the blockade, and West Berlin as a separate city with its own jurisdiction was maintained. Following the Berlin Blockade, normal contacts between East and West Berlin resumed, however, in cases this proved only temporary. In 1952, the East German government began sealing its borders, as a direct result the electrical grids were separated and phone lines were cut. However, the culmination of the schism did not occur until 1961 with the construction of the Berlin Wall. From the legal theory followed by the Western Allies, the occupation of most of Germany ended in 1949 with the declaration of the Federal Republic of Germany and the German Democratic Republic
15.
East Berlin
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East Berlin existed between 1949 and 1990 and consisted of the Soviet sector of Berlin established in 1945. The American, British, and French sectors became West Berlin, strongly associated with West Germany, from 13 August 1961 until 9 November 1989, East Berlin was separated from West Berlin by the Berlin Wall. In East German official usage, it widespread in the 1970s to refer to the Western part of the city as Westberlin. In May 1945, the Soviet Union installed a city government for the city that was called Magistrate of Greater Berlin. After the war, the Allied Forces initially administrated the city together within the Allied Kommandatura, however, in 1948 the Soviet representative left the Kommandatura and the common administration broke apart during the following months. In the Soviet sector, a city government was established. When the German Democratic Republic was formed in 1949, it immediately claimed East Berlin as its capital - a claim that was recognized by all Communist countries, nevertheless, its representatives to the Peoples Chamber were not directly elected and did not have full voting rights until 1981. In June 1948, all railways and roads leading to West Berlin were blocked, however, more than one-thousand East Germans were escaping to West Berlin each day by 1960. In August 1961, the East German Government tried to stop that from happening by building the Berlin Wall and it was very dangerous for illegal migrants to cross because of the presence of armed guards that were trained to shoot people in such cases. East Germany was a socialist republic, but there was not complete economic equality, privileges such as prestigious apartments and good schooling were given to members of the ruling party and their family. Eventually, Christian churches were allowed to operate without restraint after years of harassment by authorities, in the 1970s wages of East Berliners rose and working hours fell. The United States Command Berlin, for example, published detailed instructions for U. S. military, in fact, the three Western commandants regularly protested against the presence of the East German National Peoples Army in East Berlin, particularly on the occasion of military parades. Nevertheless, the three Western Allies eventually established embassies in East Berlin in the 1970s, although they never recognized it as the capital of East Germany, treaties instead used terms such as seat of government. On 3 October 1990, West and East Germany and West and East Berlin were reunited, after reunification, the East German economy suffered significantly. Many East German factories were shut due to inability to comply with West German pollution and safety standards. Because of this, an amount of West German economic aid was poured into East Germany to revitalize it. This stimulus was part-funded through a 7. 5% tax on income, despite the large sums of economic aid poured into East Berlin, there still remain obvious differences between the former East and West Berlin. East Berlin has a visual style, this is partly due to the greater survival of prewar façades and streetscapes
16.
Berlin Northern Railway
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The Berlin Northern Railway German, Berliner Nordbahn) is a 223-kilometre-long main line route, that runs from Berlin via Neustrelitz and Neubrandenburg to Stralsund on the Baltic Sea coast. Nowadays, long-distance and regional traffic on the Nordbahn is routed at Hohen Neuendorf onto the Berlin Outer Ring to the Karower Kreuz, for financial reasons, the company was dissolved on 15 December 1875. The Prussian government acquired the railway and handed over further construction of it to the Lower Silesian-Markish Railway. In some cases their population multiplied in the following decades, the term Nordbahn became part of place-names and newspapers used its name. The Berlin terminus of the railway, but only for freight, was the first freight yard at Eberswalder Straße, passenger services began at the original Nordbahnhof in Pankow, todays Wollankstraße station, still evident in the design of the station and its forecourt. Up to 1912 separate suburban tracks were built next to the long distance tracks between Gesundbrunnen and Frohnau, at the same time the line was moved to an embankment, to eliminate level crossings. In 1926, the section from Frohnau to Borgsdorf was treated similarly, in 1925 the suburban services were electrified on the DC system on the section from Gesundbrunnen to Oranienburg. The route later became part of the Berlin S-Bahn, in 1950 the Stettiner Bahnhof was renamed the Nordbahnhof. Electrical operations continued until the building of the Berlin Wall on 13 August 1961, the Berlin section of the Northern Railway had already been closed for mainline traffic to Nordbahnhof on 18 May 1952. Immediately after the wall was built, the S-Bahn between Oranienburg and Hohen Neuendorf became an isolated operation, subsequently, S-Bahn tracks were built and electrified along the Berlin outer ring between Hohen Neuendorf and Blankenburg. This line was connected in November 1961 to the main S-Bahn network, in Berlin, S-Bahn services continued to Frohnau until the handover of operating rights of the S-Bahn in West Berlin from the East German Railways to the BVG on 9 January 1984. Services were first closed and only resumed on 1 October 1984, rehabilitation carried out on the S-train tracks in 1985 placed them on a track profile that would make the restoration of the old main line for long distance traffic difficult. In 1992, the gap between Frohnau and Hohen Neuendorf was closed so that continuous S-Bahn services could resume on the Northern Railway to Oranienburg, royal Prussian Ministry of Public Works. Bahnstrecken im Land Brandenburg – Berliner Nordbahn, history of the line and stations
17.
U2 (Berlin U-Bahn)
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U2 is a line of the Berlin U-Bahn. The U2 line starts at Pankow S-Bahn station, runs through the city centre to Potsdamer Platz. The U2 has 29 stations and a length of 20.7 kilometers, together with the U1, U3, and U4 lines, it was part of the early Berlin metro network built before 1914. The route between Potsdamer Platz and Zoologischer Garten was the section of the Stammstrecke, Berlins first metro inaugurated in 1902. The line starts in what was West Berlin at Ruhleben and runs on a causeway between Rominter Allee and the line to Spandau. On the bend approaching Olympischen Straße, the line descends into tunnel to run beneath that road, subsequently, the U2 pivots towards the national highway to Theodor-Heuss-Platz, where it runs in a curve to Kaiserdamm. Under Kaiserdamm, which becomes Bismarckstraße at Sophie Charlotte-Platz, the tunnel leads straight to Ernst-Reuter-Platz, here again, it swings to the southeast, following the course of Hardenberger Straße towards Zoologischer Garten station. The elevated railway reaches its height at Nollendorfplatz station where all four lines of the small-profile network meet. In the underground part of the station, there are four more lines, the U2 continues above ground to the east of the Bülowstraße. After passing the Märkisches Museum station, it goes under the River Spree in a tunnel, after leaving Alexanderplatz, the track turns under Rosa-Luxemburg-Straße and through the station of the same name. The line then runs north underneath Schönhauser Allee and through Senefelderplatz station, before reaching Eberswalder Straße station, the line emerges from tunnel and on to an elevated viaduct through to the Schönhauser Allee station, an S-Bahn interchange. From there the line runs beyond the city limits and the elevated railway descends again into a tunnel to Vinetastraße. The increasing traffic problems in Berlin at the end of the 19th century led to a search for new efficient means of transport. Inspired by Werner von Siemens, numerous suggestions were made for overhead conveyors, such as a railway, as was later built in Wuppertal. Finally Siemens and some prominent Berliners submitted a plan for a railway on the model of New York. Finally, after years and negotiations, Siemens proposal for an elevated railway line from Warschauer Brücke via Hallesches Tor to Bülowstraße was approved. This was only possible, however, because it passed through poor areas, the richer residents of Leipziger Straße pressed the city administration to prevent the line using their street. Siemens & Halske carried out all construction work and also owned the line, the first sod was turned on 10 September 1896 in Gitschiner Straße
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Berlin Prenzlauer Allee station
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Prenzlauer Allee is a railway station in the Prenzlauer Berg neighbourhood of Berlin, named after the Prenzlauer Allee road. Situated on the Berlin Ringbahn, it is served by the S-Bahn lines S41, S42, S8, the station was opened on 1 May 1892 where Prenzlauer Allee crosses the Ringbahn tracks at right angle. Damaged in World War II, it has rebuilt in its original condition. The station can also be reached via the M2 line of the Berlin tram network
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Flying junction
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A more technical term is grade-separated junction. A burrowing junction or dive-under occurs where the line passes below the main line. The alternative to separation is a level junction or flat junction, where tracks cross at grade. Where two lines each of two tracks merge with a junction, they can become a four-track railway together. This happens regularly in the Netherlands, nearly all junctions with high-speed railways are grade-separated. The LGV network has four grade-separated high-speed triangles, Fretin, Coubert, Massy, a fifth, Vémars, is grade separated except for a single-track link on the least-used side, linking Paris Gare du Nord and Paris CDG airport. Triangle des Angles, Avignon, with two parallel 1.5 km viaducts, triangle de Massy, Paris, partial four-way junction. Before conversion to a junction, this was the site of the Harmelen train disaster. In addition, lead tracks to Cabot Yard maintenance facilities branch off from the junction, all were built by the former Pennsylvania Railroad and are now maintained by Amtrak. 39. 97086°N75. 19848°W /39.97086, -75.19848 on the New York City Subway at Hammels Wye on the IND Rockaway Line, the grade separations of the junction are woven into the grade separations of the interchange between the two highways. This would have part of the Oklahoma Avenue station, had it been built. South of the King Street station in Alexandria is a series of tunnels where the Blue, there are also flying junctions near three underground rail stations, Rosslyn, LEnfant Plaza, and the Pentagon
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Berlin Frankfurter Allee station
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Berlin Frankfurter Allee is a railway station situated on Frankfurter Allee in the Friedrichshain district of Berlin, close to the districts border with Lichtenberg. It is served by the S-Bahn lines S41, S42, S8, S85, S9, the station was first opened on 1 May 1872 as Friedrichsberg. In 1890-91 the current station Frankfurter Alle was opened, in addition to the platform between the tracks, the station had a brick entrance, when the U5 was built at the end of the 1920s the old Ringbahn bridge was torn down and replaced with a wider bridge. There was intended to be a connection between the underground U5 station and the above ground S-bahn station, however, this was never developed. It is not practical to build such a connection now as the S-bahn platform would need to be on the bridge over the road, as the rails are not wide apart enough to fit a platform between them, the bridge would need to be entirely rebuilt. The U-bahn station was opened on 21 December 1930 and called Frankfurter Allee and this whole of the section of the U5 line that was opened that day was developed by Alfred Grenander. Originally the station was red, however it was changed to orange in the restoration of the station in the 1980s, after a second restoration in the 2004 the red colour was restored with a new wall tiles. A lift was added between the platform and the level immediately under the street and there is access from this level to the neighbouring Ring-Centre shopping centre
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U5 (Berlin U-Bahn)
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U5 is a line on the Berlin U-Bahn. Only in 1927 did construction start on Pre World War I era plan for a transit line underneath Große Frankfurter Straße. The design was planned and led by Johannes Bousset, the first section between Alexanderplatz and Friedrichsfelde, then named line E, was inaugurated on 21 December 1930. During the time when Berlin was divided, the U5 was the line to fall entirely within East Berlin. Work on this extension was started in September 1969, on 6 June 1973, the first extension was opened, to Tierpark station, serving the Tierpark zoo. The last two stations of the extension, Louis-Lewin-Straße and Hönow, were located outside Berlin city limit. The area was joined to Berlin at German reunification in 1990, at reunification, the line was renumbered as U5 to match the naming system in use in West Berlin. Between January 2003 and December 2004, reconstruction was conducted between Alexanderplatz and Friedrichsfelde in order to repair damage dating back to World War II, there have long been plans to extend the U5 westward. The short U55 line opened in August 2009, and runs from Berlin Hauptbahnhof via the Bundestag U-Bahn station to Brandenburger Tor station, the designation of the line as U55 indicates that it is ultimately intended to become part of the U5 line. Construction of the link to enable this commenced in April 2010 and is expected to be completed by 2019, the link will be 2.2 kilometres in length, and connect the Brandenburger Tor terminus of the current U55 to the Alexanderplatz terminus of the current U5. Along its route it will serve new U-bahn stations at Berliner Rathaus, Museumsinsel and Unter den Linden, in the long term, there are plans to extend from the line from Berlin Hauptbahnhof, via Turmstraße and Jungfernheide to Flughafen Tegel. This plan was postponed due to the route being too long, the closure of Tegel Airport. An addition to the plan is extension towards Rathaus Reinickendorf via Scharnweberstraße, at Jungfernheide, two island platforms were constructed for the planned interchange station between U7 and U5. The finished section is used for firefighting exercises in conjunction with airport security, trains that are used include 2712/2713 and 2714/2715, of which they were vandalised with legal spray painting. During the opening of 1980, Jungfernheide was in a deadlock because of the Berlin Wall, media related to U5 at Wikimedia Commons
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Berlin Stadtbahn
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The Berlin Stadtbahn is a major railway thoroughfare in the German capital Berlin, which runs through Berlin from east to west. It connects the district of Friedrichshain with Charlottenburg in the west via 11 intermediate stations including Hauptbahnhof. The Berlin Stadtbahn is often defined as the slightly longer route between Ostkreuz and Westkreuz, although this is not technically correct. The line was built in the 1880s. It is 12 kilometers in length, and is elevated above the citys streets. The four track route carries S-Bahn, Regionalbahn, Regional-Express, Intercity, EuroCity, the Stadtbahn line is an elevated rail line with viaducts totalling 8 kilometers in length and including 731 masonry viaduct arches. A further 2 kilometers of the line are situated on 64 bridges, that cross adjoining streets, the remaining length of the line is on an embankment. The line carries four tracks, in two pairs, the northern pair are reserved for use by the S-Bahn, and are electrifed using a third rail carrying 800V DC. The S-Bahn tracks have platforms at all stations along the Stadtbahn. Six of the Stadtbahn stations have platforms on tracks, although not all trains stop at all stations, depending on the class. The longer distance tracks carry Regionalbahn and Regional-Express routes RE1, RE2, RE7, although most InterCity and Intercity-Express trains now use the north-south tunnel route via Hauptbahnhof, some trains do still remain on the Stadtbahns long distance tracks. These trains, mainly those heading toward Hanover and Cologne, usually call at Hauptbahnhof and Ostbahnhof, in 1871, eight main line railways existed in Berlin, with terminal stations at the citys edge or outside the city limits. This was very impractical for many passengers, who were forced to use hackney carriages to transfer from one train to another, therefore, a railway line was planned to connect these terminuses with each other. On 15 July 1878 the Königliche Direktion der Berliner Stadteisenbahn, under the management of Ernst Dircksen, was commissioned to manage the site, the directorate at first reported to the Prussian Ministry of Transport and later became a subsidiary of the Ministry of Public Operations. The planned railway had two each for freight and passenger traffic. Having taken similar projects in London and New York City into consideration, furthermore, the new railway line was not only to serve as a connection between the mainline terminii in Berlin, but would also offer connections to the Berlin Ringbahn and the suburban rail lines. The traffic routing was not only influenced by the location of the existing stations the line was supposed to connect. One of the drafts, which called for building the line along Leipziger Straße, had to be scrapped because of overly high land prices
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Ostkreuz
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Berlin Ostkreuz is a station on the Berlin S-Bahn suburban railway and the busiest interchange station in Berlin. It is in the former East Berlin district of Friedrichshain, now part of the borough of Friedrichshain-Kreuzberg, a smaller part of the station is in Rummelsburg, part of the borough of Lichtenberg. The station is a Turmbahnhof with the Berlin–Frankfurt railway and the Prussian Eastern Railway on the lower level and it is used by a total of around 100,000 passengers every day on nine lines, entering or leaving. The station has been undergoing complete reconstruction since 2006 while train operations at the station have continued, work under the current plans was original projected to be completed by 2016, but it has been delayed and it is now expected to be completed in 2018. While in the past it was used as a Berlin S-Bahn station, with the completion of the current work. In 1872 this crossing was supplemented by two connecting curves from the Ringbahn to the tracks towards the city, at this time, however, there was no station and the trains ran on all lines without stopping. With the commissioning of the Berlin Stadtbahn in 1882, platform A was built between the curves, this went into operation on 7 February. Two other platforms, B and C, were opened in 1896 on the sides of the two connecting curves. In 1900 and 1901, the complex was rebuilt and then extended. The trains of the Ringbahn have stopped at Stralau-Rummelsburg since 1 May 1903, in the same year platforms were developed on the suburban lines to and from Lichtenberg, and to and from Erkner. Renovation work was carried out from 1923 to designs by Richard Brademann, a pedestrian bridge was built over platforms D and E with exits to Hauptstraße and Sonntagstraße and buildings for selling tickets at both ends. Electrical equipment was added in 1928 and 1929 and in the following year Berlin S-Bahn services started. On 15 March 1933, the station was renamed Ostkreuz, following the renaming of Westkreuz a few years earlier. According to the Germania plan of the Nazis for the reconstruction of Berlin as capital of the Third Reich, the planned nine mainline platforms would have been east of the Ringbahn. In the Second World War, the area was severely damaged by bombing. Nevertheless, from June 1945, the operation of trains was gradually resumed, the outer platforms on the northern and southern connecting curve to the Ringbahn were closed in 1966 due to structural defects and were later demolished. Scheduled passenger services ended on the northern Ringbahn curve in 1994, until May 2006, the northern curve was occasionally used even for stock transfers and excursions. Then the tracks were removed gradually during the reconstruction, the station was greatly in need of renovation for decades and was not capable of handling peak hour traffic partly due to its narrow stairs
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S3 (Berlin)
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The Berlin–Wrocław railway was a German private railway that connected Berlin and Wrocław. It is one of the oldest lines in Germany, opened between 1842 and 1847 and acquired by the Prussian government in 1852, in 1920, it became part of the German national railways along with the rest of the Prussian state railways. Around 1840 all the countries of the German Confederation began the build main-line railways. From 1837 to 1839, the first German long-distance railway was built in Saxony, in 1837 Austria began building its Northern Railway. From 1838 to 1840 the first railways crossing state boundaries were built, more Prussian railway projects soon followed. Thus the Berlin-Frankfurt Railway Company built an 81 kilometre-long railway between Berlin and Frankfurt between 1840 and 1842 and opened it on 23 October 1842 and it ran from the Frankfurter Bahnhof, later called the Schlesischer Bahnhof, in Berlin via Fürstenwalde to Frankfurt. The NME completed the first section between Wrocław and Legnica on 19 October 1844 before the route of the line had been determined. A year later, on 1 October 1845, the section to Boleslawiec was opened, on 1 August 1845 the Berlin-Frankfurt Railway Companys shareholders agreed to merge with the NME. The Upper Silesian Railways network at that time extended from Wroclaw to Racibórz. On 1 September 1847 the NMEs branch from Węgliniec to Görlitz and this formed a continuous rail link from Wrocław via Dresden, Leipzig, Magdeburg, Oschersleben, Wolfenbüttel and Brunswick to Hanover. This created a rail link between Berlin and Vienna. On 15 May 1875, a 93 km double-track line was opened as a route between Jasień and Legnica via Żagań. The Prussian government had acquired shares worth 1.5 million thalers in the NME when it was established, although results improved quickly,18 months later the company’s directors offered to sell the railway the state. The Minister of Commerce advocated the purchase, but there was opposition from the Minister of Finance, Carl von Bodelschwingh. Ultimately, King Frederick William IV backed the Minister of Commerce on the grounds of the particular economic, despite further protests the purchase was approved and completed on 1 January 1852. The NME thus became a part of the Prussian state railways, the beginnings of industrialisation increased traffic, especially in and around Berlin. In the period up to the 1890s many additional stations were built along the route along with the laying of a second pair of tracks for suburban trains as far as Erkner. The Prussian railways, including the Lower Silesian-Mark railway became part of Deutsche Reichsbahn on its founding in 1920, the suburban line to Erkner was electrified in 1928 using a lateral-contact third-rail system
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S5 (Berlin)
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The Prussian Eastern Railway was the railway in the eastern Kingdom of Prussia until 1918. Its main route, approximately 740 kilometers long, connected the capital, Berlin with the cities of Danzig, at Eydtkuhnen it reached the German Empires border with the Russian Empire. The first part of the line opened in 1851, reaching Eydtkuhnen in 1860, by March 1880 the total route length reached 2,210 kilometers, with a main parallel route in the south via Bromberg and Thorn to Insterburg. The lines were the first part of the later Prussian State Railways, from about 1840, the Prussian military urgently sought a railway connection to the Russian border for strategic reasons. The railway was seen from the early years as a means of developing the underdeveloped areas of East Prussia and Pomerania. A lack of interest from the sector led King Frederick William IV to initiate in 1845 preparatory work for the construction of the Eastern Railway. Construction was stopped, as the members of the diet of East Prussia refused consent for the king to borrow for the project. This vote was confirmed in the United Diet, the first parliamentary body covering all of Prussia, members voted by a two-thirds majority against authorising a government loan for the Eastern Railway project. In August 1849, Von der Heydt laid before the diet a draft law for the construction of the Eastern Railway, previously, on 5 November 1849, the Railway division of the Eastern Railway had been established in Bromberg. Minister von der Heydt then initiated the restart of the construction of the Eastern Railway with funds from the Railway Fund, in 1848, construction had already been completed of the main line of the private Stargard-Posen Railway Company, between Stargard and Posen. This line is now part of the Poznań–Szczecin railway, in the middle of the line near the village of Lukatz, a railway station was created at a junction of a line to Kustrin. From this same station, the first 145 km long section of the Eastern Railway was built via Schneidemühl to Bromberg, the station near Lukatz was later called Kreuz, which, from 1936, was the official name of the town. It became an important railway junction and it is now called Krzyż Wielkopolski in Polish. The continuation of the first section via Dirschau to Danzig was completed on 6 August 1852, during this time, trains between Kreuz and Berlin ran via the Berlin-Stettin railway and the Stargard–Posen line. Beyond the Nogat and Vistula rivers, the continued to be built from Marienburg via Elbing to Braunsberg. It was extended to Königsberg on 2 August 1853, after the completion of the railway bridges over the Vistula in September 1857 and over the Nogat on 12 October 1857, the 18 km long Dirschau –Malbork line was completed. At the same time, the 29 km long line from Frankfurt via Lebus to Küstrin as well as the 105 km line from Küstrin via Landsberg an der Warthe to Kreuz was opened. Berlin was therefore reached by a route via the Lower Silesian-Märkische Railway
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S75 (Berlin)
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The Berlin outer ring is a 125 km long double track electrified railway, originally built to bypass West Berlin during the division of Germany. It was developed by East Germany for economic, transport policy, without the completion of the outer ring it would not have been possible to build the Berlin Wall, sealing off West Berlin, without disrupting East Germany’s transport links. The Potsdam-Schönefeld Expressway was built for similar reasons, the term Outer ring is used to distinguish the line from the Ring line of inner Berlin. In the late 19th century the military sought a connection between the railway lines radiating out of Berlin. Such a line also had advantages for freight traffic,1902, the Bypass Railway was opened connecting the Magdeburg railway, the Lehrte Railway and the Hamburg Railway between Wildpark station via Wustermark and Nauen. In the following years, the line was extended to Jüterbog on the Anhalt line, in the 1920s, the Seddin marshalling yard was built on the Berlin-Blankenheim line and subsequently connected via Saarmund to Großbeeren on the Anhalt line. In the early 1930s a continuation of this link to the east via Schönefeld to Wuhlheide was planned and it was significantly closer to Berlin’s southern outskirts that the previous plan and the current outer ring. The division of Germany and Berlin after World War II caused the Soviet zone administration, the first steps were the construction in 1948 of connecting curves to the outer freight ring between Werder and Golm and between the Berlin–Görlitz line and the north at Berlin-Grünau. In 1950, a connection was built at Berlin-Karow to link with Basdorf on the Heidekraut Railway and this was followed by the opening of the Schönefeld–Grünau Cross section on 12 August 1951 and its extension to Wendenheide on 2 December of that year. On 22 November 1952 the opening of the section from the Outer freight ring at today’s Karow cross and Bergfelde, on 2 October 1955, the section between Falkenhagen junction and Wustermark was opened along with the connection curves to Wustermark freight yard and Wustermark. On 11 December 1955 the line from Wustermark Junction to Elstal Junction was opened, the last section of the line was the difficult section between Saarmund and Golm across the Templiner See. On 30 September 1956, the curve between Potsdam south and Werder was opened to traffic, completing the ring. This was followed by several connecting curves, Nesselgrund east to Wilhelmshorst and Golm to Wildpark, Genshagener Heide to Birkengrund, Werder to Golm, in 1958, passenger trains began running on the outer ring as part of the Berlin S-Bahn fare scheme. As this followed the launch of the first Soviet satellite, these trains, on 13 August 1961, the Berlin Wall was built closing East Germany’s border with West Berlin. This made necessary the construction of an S-Bahn connection between Berlin-Blankenburg and Hohen Neuendorf towards Oranienburg, in 1962 separate S-Bahn tracks between Schönfließ and Bergfelde were put into operation and the connection between Bergfelde/Bergfelde East and Birkenwerder were built. Also in 1962 an S-Bahn line from Adlershof station to Berlin-Schoenefeld Airport was opened, previously, it had served only as a station for border checkpoint purposes. In the same track was completed on the connection between Hasselberg and Brieselang, and the Hennigsdorf–Wustermark section were electrified experimentally with the 25 kV/50 Hz system. Class E251 locomotives built in the Lokomotivbau Elektrotechnische Werke in Hennigsdorf were used on the line, in 1973, the catenary was removed, although some masts were preserved and reused for the 15 kV electrification in 1983
