Potsdam Hauptbahnhof
Potsdam Hauptbahnhof is the main station in the German city of Potsdam, capital of the state of Brandenburg. It lies on the Berlin–Magdeburg railway and was founded in 1838. However, it has had this name only since 1999, it was called Bahnhof Potsdam and it was called Potsdam Stadt station from 1960. The station is the terminus of line S7 of the Berlin S-Bahn, it is connected with the central bus station, a transfer point between Potsdam and the southwestern region of Berlin, has a stop on the Potsdam tram network. It is classified by Deutsche Bahn as a category 2 station; the first railway from Berlin to Potsdam was opened on 22 September 1838. It was the first railway in Prussia and is now one of the oldest railways in Germany still in operation, its final stop was at the site of the current Potsdam station. From the station, a port track ran to a steam boat landing west of the Long Bridge. With the commissioning of the Potsdam Railway bridge over the Havel by the Potsdam-Magdeburg Railway Company on 7 August 1846, the former terminus became a through station.
The station building was built in the neoclassical style. This and the station forecourt now lay north of the tracks. In 1928, it was connected to the Berlin S-Bahn network; the complete electrication of the suburban line lasted nearly a year. In World War II, the station was destroyed and a new station building was built after the war. From 1953 to 1958, it was connected to East Berlin by S-Bahn Durchläuferzüge, which did not stop in West Berlin. From 1958, East Germany relocated internal traffic to the developing Berlin outer ring. After the commissioning of the outer ring so-called Sputnik trains ran from the new Potsdam Süd station on the south-western outskirts via Schönefeld Airport to East Berlin. Long-distance trains on internal routes and Interzone trains ran over the outer ring; the station was renamed Potsdam Stadt in 1960 and Potsdam Süd station was renamed Potsdam Hauptbahnhof in 1961. The electric S-Bahn service to Potsdam was disrupted by the construction of the Berlin Wall in 1961 and abandoned a few months later.
The Potsdam Stadt and Babelsberg stations could only be reached by local trains from inter alia the old Potsdam Hauptbahnhof. The transit trains between West Berlin and West Germany passed through Potsdam Stadt and there were personnel to monitor boarding and disembarking passengers at Potsdam Griebnitzsee. Passengers could not board there until 1963. In January 1990, local services were re-established to Berlin-Wannsee and full S-Bahn services were re-established in 1992. In 1997, work began on demolishing the old Potsdam Stadt station, including its entrance building, the roundhouse and sidings, replacing them with new buildings; the design for the new works were produced by the office of Gerkan and Partners. It consists of two long building complexes that are linked by a connecting structure topped by a wavy roof; the extensions to the platforms were integrated into the connecting structure. The S-Bahn platform was built new and a regional platform was upgraded. At the south entrance, a new station forecourt was built with bus and tram platforms and a bus parking area.
A new shopping centre and a cinema was opened under the name of Bahnhofspassagen Potsdam, along with office and commercial areas. On 1 September 1999, Potsdam Stadt station was renamed as Potsdam Hauptbahnhof, its DS-100 code is BPD and its station code is 5012. The construction of the station was controversial and was discussed at length. A proposal for a facade with yellow brickwork was rejected and the dimensions of the building give the impression of office complexes, the scale of which—as the critics predicted—would be at odds with the historical city of Potsdam. UNESCO considered whether Potsdam should be added to the List of World Heritage in Danger because of the project. Subsequent changes during construction and the non-commencement of some parts of the construction, meant that this could be avoided. Since December 2014, equipment has been in use at the platform allowing “train dispatch by the driver by cab monitor”. At the May 2006 timetable change the last pair of Intercity-Express services to stop at the station were removed.
The reason for this is that all ICE and all Intercity services between Berlin and the western states operate over the Hanover–Berlin high-speed railway and the journey from Potsdam to the western states is faster by taking a detour via Berlin than a route via Magdeburg would be. The station is served by the following services: Intercity services Emden - Oldenburg - Bremen - Hannover - Braunschweig - Magdeburg - Brandenburg - Berlin - Cottbus Regional services HKX Goslar – Vienenburg – Wernigerode / Thale – Quedlinburg – Halberstadt – Magdeburg – Brandenburg – Berlin Regional services RE 1 Magdeburg – Brandenburg – Potsdam – Berlin – Fürstenwalde – Frankfurt Local services RB 20 Oranienburg – Henningsdorf – Golm – Potsdam Local services RB 21 Wustermark – Golm – Potsdam – Berlin Local services RB 22 Königs Wusterhausen – Berlin-Schönefeld Airport – Saarmund – Golm – Potsdam – Berlin Local services RB 23 Michendorf – Caputh-Geltow – Potsdam Berlin S-Bahn services S 7 Potsdam - Wannsee - Westkreuz - Hauptbahnhof - Alexanderplatz - Ostbahnhof - Lichtenberg - Ahrensfelde List of railway stations in Brandenburg Potsdam Tramway Berlin S-Bahn Paul Sigel.
Architekturführer Potsdam (in Ge
Berlin S-Bahn
The Berlin S-Bahn is a rapid transit railway system in and around Berlin, the capital city of Germany. It has been in operation under this name since December 1930, having been called the special tariff area Berliner Stadt-, Ring- und Vorortbahnen, it complements the Berlin U-Bahn and is the link to many outer-Berlin areas, such as Berlin Schönefeld Airport. In its first decades of operation, the trains were steam-drawn. Today, the term S-Bahn is used in Berlin only for those lines and trains with third-rail electrical power transmission and the special Berlin S-Bahn loading gauge; the third unique technical feature of the Berlin S-Bahn, the automated mechanical train control, is being phased out and replaced by a communications-based train control system specific to the Berlin S-Bahn. In other parts of Germany and other German-speaking countries, other trains are designated S-Bahn without those Berlin specific features; the Hamburg S-Bahn is the only other system using third-rail electrification.
Today, the Berlin S-Bahn is no longer defined as this special tariff area of the national railway company, but is instead just one specific means of transportation, defined by its special technical characteristics, in an area-wide tariff administered by a public transport authority. The Berlin S-Bahn is now an integral part of the Verkehrsverbund Berlin-Brandenburg, the regional tariff zone for all kinds of public transit in and around Berlin and the federal state of Brandenburg; the brand name "S-Bahn" chosen in 1930 mirrored U-Bahn, which had become the official brand name for the Berlin city-owned rapid transit lines begun under the name of Berliner Hoch- und Untergrundbahnen, where the word of mouth had abbreviated "Untergrundbahn" to "U-Bahn", in parallel to "U-Boot" formed from "Unterseeboot". Services on the Berlin S-Bahn have been provided by the Prussian or German national railway company of the respective time, which means the Deutsche Reichsbahn-Gesellschaft after the First World War, the Deutsche Reichsbahn of the GDR until 1993 and Deutsche Bahn after its incorporation in 1994.
The Berlin S-Bahn consists today of 15 lines serving 166 stations, runs over a total route length of 332 kilometres. The S-Bahn carried 395 million passengers in 2012, it is integrated with the underground U-Bahn to form the backbone of Berlin's rapid transport system. Unlike the U-Bahn, the S-Bahn crosses Berlin city limits into the surrounding state of Brandenburg, e.g. to Potsdam. Although the S- and U-Bahn are part of a unified fare system, they have different operators; the S-Bahn is operated by S-Bahn Berlin GmbH, a subsidiary of Deutsche Bahn, whereas the U-Bahn is run by Berliner Verkehrsbetriebe, the main public transit company for the city of Berlin. The S-Bahn routes all feed into one of three core lines: a central, elevated east-west line, a central underground north-south line, a circular line. Outside the Ringbahn, suburban routes radiate in all directions. Lines S1, S2, S25, S26 are north-south lines that use the North-South tunnel as their midsection, they were distributed into Oranienburg and Hennigsdorf in the north, Teltow Stadt and Wannsee.
Lines S3, S5, S7, S9, S75 are east-west lines using the Stadtbahn cross-city railway. The western termini are located at Potsdam and Spandau, although the S5 only runs as far as Westkreuz and the S75 to Ostkreuz; the eastern termini are Erkner, Strausberg Nord and Wartenberg. The S9 uses a connector curve at Ostkreuz to change from Stadtbahn to the South-eastern leg of the Ringbahn. Another curve, the Nordkurve to the North-eastern Ringbahn, was served by the S86 line, but it was demolished in preparation of the rebuilding of Ostkreuz station and was not rebuilt afterwards. Both connector curves were used in the time of the Berlin Wall, as trains coming from the North-Eastern routes couldn't use the West Berlin North-South route and the Southern leg of the pre- and post-Wall Ringbahn was in West Berlin. Lines S41 and S42 continuously circle around the Ringbahn, the former clockwise, the latter anti-clockwise. Lines S45, S46, S47 link destinations in the southeast with the southern section of the Ringbahn via the tangential link from the Görlitzer Bahn to the Ring via Köllnische Heide.
Lines S8 and S85 are north-south lines using the eastern section of the Ringbahn between Bornholmer Straße and Treptower Park via Ostkreuz, using the Görlitzer Bahn in the South. Speaking, the first digit of a route number denotes the main route or a group of routes. Thus, S25 is a branch of S2, while S41, S42, S45, S46, S47 are all Ringbahn routes that share some of the same route. So S41, S42, S45, S46, S47 are together S4. However, the S4 does not exist as an independent entity. Since 9 January 1984, all the West Berlin S-Bahn routes are labelled with an "S" followed by a number; this system had been in use with other West German S-Bahn systems for years. On 2 June 1991 this was extended to the East Berlin lines as well. Internally, the Berlin S-Bahn uses Zuggruppen which run every twenty minutes; some lines, e.g. the S85, are made up of only one Zuggruppe, while others, like S5, are multiple Zuggruppen combined. Some Zuggruppen do not terminate at intermediate stops. Zuggrupp
Ahrensfelde station
Ahrensfelde station is a station serving regional and S-Bahn services in the Berlin borough of Marzahn-Hellersdorf. It is located on the border of Berlin just outside the municipality of Ahrensfelde, in the state of Brandenburg; the station has three platform edges, one side platform for the S-Bahn and a central platform for Regionalbahn and S-Bahn services. This station is located within parts of Ahrensfelde, it was located within parts of the Falkenberg, but this was within the Greater Berlin Act in 1920, went into Weißensee. In 1979, the boundary was moved with the new formation of the city of Marzahn, while in 2001 went to Marzahn in the district Marzahn-Hellersdorf; the station is operationally composed of two independent stations. The station Ahrensfelde is used for regional trains, the station Ahrensfelde is the east adjacent station of the Berlin S-Bahn; the depots are located at the Wriezener Bahn, which includes three local routes according to the list of local permissible speeds. These are the VzG route 6011 on the S-Bahn.
In the directory of stations, the station is run as BAHR for the long-distance railway section and BAF for the S-Bahn section. The station has three platform edges, a side platform for the S-Bahn and a common central platform for regional and S-Bahn; the long-distance station is limited by the entrance signals 61 from Berlin-Lichtenberg and 90 from the direction of Wriezen. The station has five main tracks. All main tracks are equipped with extension signals in both directions. Track 24, where the platform is located, is again divided by the intermediate signals 75 and 76 before turnout 14. Two additional side tracks are no longer available; the S-Bahn station is limited by the entry signals 1039 and 1037. The continuous main tracks to the platforms are the tracks 161 and 162, at them are the exit signals 1042 and 1044. A trapezoidal a change between the two tracks is possible; the siding 23 is located in the extension direction west of the main tracks. About the points connection 13-14 vehicles between the two stations can be implemented.
The reception building from the opening year 1898 is located on a side branch of the Ahrensfelder Chaussee west of the tracks. The ensemble of reception building and various outbuildings from the time is a listed building; the 1982 reception building is located north of the S-Bahn tracks. In the northern section, there is a railroad crossing, in which the Ahrensfelder Chaussee crosses the mainline line; the operation and monitoring of the signaling equipment is carried out by the Ahr interlocking. The construction, put into operation around 1982, is a GS II 64b relay interlocking, it replaced an older mechanical interlocking from the opening period. The station was opened with the Wriezen Railway on 1 May 1898, but over the years was never in the municipality of Ahrensfelde; the station premises were in the Gutsbezirk of Falkenberg, which under the Greater Berlin Act became part of the district of Weissensee. In 1979, it became part of the new borough of Marzahn and, in 2001, Marzahn was absorbed into Marzahn-Hellersdorf.
In the time of the Third Reich, it was proposed that the S-Bahn station be extended on the line to Werneuchen. This was prevented by the outbreak of the Second World War; the only part of the plan to be implemented was the inclusion of the station in the suburban fare zone in 1938. During the Second World War, the route was spared for a long time from the fighting; the rail traffic could be maintained until mid-April 1945. When retreating German troops from Wriezen the superstructure was destroyed on several sections, including between the motorway bridge at Blumberg and Ahrensfelde, by rail wolf; the first trains between Berlin-Lichtenberg and Werneuchen drove from 25 November 1945. With the construction of the new development areas in the district of Marzahn formed in 1979, starting from the S-Bahn station Friedrichsfelde Ost, the S-Bahn was extended to Ahrensfelde; the trains on the Wriezener railway were withdrawn. From May 30, 1982, the S-Bahn ended in Ahrensfelde; the station was extensively expanded in advance.
For the rapid-transit railway traffic developed a Seitenbahnsteig and a common center platform for the courses to Werneuchen and Wriezen. The old mechanical interlocking gave way to a track plan interlocking with relay technology. At the head of the side platform a new reception building was built; the original plans were to build the building in wall framework. The facades were to be decorated with glass blocks; the location of the building was considered a possible extension of the S-Bahn to the breakpoint Ahrensfelde North. On the southern platforms a pedestrian bridge was built in 1987 as a second access. With the summer timetable in 1992, the Deutsche Reichsbahn introduced the hourly rate between Ahrensfelde and Werneuchen. Six pairs of trains crossed Werneuchen every two hours to Wriezen. In order to increase the utilization of the Wriezener Bahn, the Reichsbahn and from 1994 the Deutsche Bahn extended the offer further. Since May 1993, a part ended. In the opposite direction there were now direct connections via Wriezen to Bad Freienwalde and Angermünde.
With the summer timetable of May 1997, the Deutsche Bahn
Berlin-Westend station
Westend is a station in the Charlottenburg district of Berlin. It is located on the Ringbahn circle line, served by the S-Bahn lines S 41, S 42 and S 46, it is named after the Westend locality, adjacent to the station grounds. It is located on Spandauer Damm near Charlottenburg Palace and its gardens, where the Ringbahn railway line runs parallel to the Bundesautobahn 100; the platform can be reached from a road bridge crossing the motorway. The station was opened as Charlottenburg-Westend in 1877 on the area of the independent town of Charlottenburg, where the outward road led to Spandau in the west. From 1884 the installations were extended, when the station comprised a Neo-Renaissance entrance building and four platforms connected by a pedestrian tunnel
Berlin-Charlottenburg station
Berlin-Charlottenburg is a railway station in the Charlottenburg district of Berlin. The station is located on the Stadtbahn line, served by the S 3, S 5, S 7, S 9 lines of the Berlin S-Bahn, as well as by Regional-Express and Regionalbahn trains operated by Deutsche Bahn; the U-Bahn station Wilmersdorfer Straße can be reached via short footpath. The station was opened on 7 February 1882 as the western endpoint of the Stadtbahn line in the independent town of Charlottenburg. From here the Berlin-Blankenheim railway ran southwestwards, a section of the Kanonenbahn rail route to Metz in Alsace-Lorraine; the old station hall was damaged in World War II and only provisionally repaired afterwards. During the Cold War era parts of the track installations were reserved for the deployment of British Forces in Berlin; the station was the Berlin terminus for the British Military Train which carried allied military and diplomatic passengers across the GDR to Braunschweig in West Germany. When nearby Wilmersdorfer Straße was converted into a pedestrian zone, a new railway underpass was built at the site of the old station hall, completely demolished and rebuilt, with the replacement opening on 6 July 1971.
After the East German Deutsche Reichsbahn state railway passed the West Berlin S-Bahn network to the Berliner Verkehrsbetriebe public transport company, Charlottenburg Station in the early morning of 9 January 1984 was the starting point of the first BVG operated train. In 2003 the distance to the U-Bahn station Wilmersdorfer Straße was shortened by shifting the two S-Bahn platforms about 200 m further to the east and the opening of a new eastern entrance near the corner of the shopping street. In recent years the tracks have been equipped with noise barriers and the 1970s entrance building has been thermally refurbished; the station is served by the following services: Regional services RE 1 Magdeburg – Brandenburg – Potsdam – Berlin – Fürstenwalde – Frankfurt Regional services RE 7 Dessau – Bad Belzig – Michendorf – Berlin – Berlin-Schönefeld Airport – Wünsdorf-Waldstadt Local services RB 14 Nauen – Falkensee – Berlin – Berlin-Schönefeld Airport Local services RB 21 Wustermark – Golm – Potsdam – Berlin Local services RB 22 Königs Wusterhausen – Berlin-Schönefeld Airport – Saarmund – Golm – Potsdam – Berlin Berlin S-Bahn services S 3 Spandau - Westkreuz – Hauptbahnhof – Alexanderplatz – Ostbahnhof – Karlshorst – Köpenick – Erkner Berlin S-Bahn services S 5 Westkreuz - Hauptbahnhof - Alexanderplatz - Ostbahnhof - Lichtenberg - Strausberg Nord Berlin S-Bahn services S 7 Potsdam - Wannsee - Westkreuz - Hauptbahnhof - Alexanderplatz - Ostbahnhof - Lichtenberg - Ahrensfelde Berlin S-Bahn services S 9 Spandau - Westkreuz - Hauptbahnhof - Alexanderplatz - Ostbahnhof - Schöneweide - Flughafen Schönefeld
Berlin Ringbahn
The Ringbahn is a 37.5 km long railway line of the Berlin S-Bahn network in Germany, around the city centre. The circle route is made up of the parallel freight ring. S-Bahn service on the line is provided by lines S 42, carrying 400,000 passengers a day. Due to its distinctive shape, the line is referred to as Hundekopf; the Ring is structured by the east-west railway thoroughfare called the Stadtbahn, crossing the Ring in the west at Westkreuz and in the east at Ostkreuz into a Südring and a Nordring, by the north-south S-Bahn link crossing at Gesundbrunnen station in the north and both Schöneberg station and Südkreuz in the south into a Westring and an Ostring. These four sections served as tariff zones of the railway Berlin suburban fare structure before the previous world war. Today, the Ringbahn is the boundary of the "A" zone in the Verkehrsverbund Berlin-Brandenburg transport association's fare structure, the road traffic control zone for the low emissions established on 1 January 2008.
In 1851 the Königliche Bahnhofs-Verbindungsbahn was completed between the termini of some railroads terminating in Berlin: the Stettiner Bahnhof and the Anhalter Bahnhof, but to include the Schlesischer Bahnhof. It was laid in disrupting traffic and disturbing residents. In order to minimise disruption of traffic, trains ran at night, with the train bell being rung constantly. Plans were soon developed to build a ring line for freight, running outside the city limits. Funding for construction was possible only after the victory in the war with Austria of 1866; the Lower Silesia-March Railway Company was commissioned to construct and manage the line: construction began in 1867 and was completed in 1877. The first section opened on 17 July 1871 from Moabit through Gesundbrunnen, Central-Viehhof, Stralau-Rummelsburg and Schöneberg to Potsdamer ring station, an annex of Potsdamer station. From there, trains returned in the opposite direction; the line crossed the Anhalt Railway on bridges. With the opening of the section from Schöneberg through the still-independent city of Charlottenburg to Moabit on 15 November 1877, the ring was complete for freight and long distance trains, while the suburban trains running on the Ring would still visit and reverse at Potsdamer station in the city centre, turning north from the ring, running in parallel to the Berlin–Potsdam–Magdeburg Railway.
This section from the actual ring into the Potsdamer ring station became known as the Südringspitzkehre, reflecting the need for trains to reverse there to continue their trip around the ring. Passengers could change at the Kolonnenstraße station across the platform to continue to ride on the Ring without going all the way to the Potsdamer Ringbahnhof. From 1 January 1872, freight was carried on the line to freight yards separate from the passenger stations; the line was electrified in 1926. In 1930, ring line operation was combined with the Stadtbahn and suburban services as the Berlin S-Bahn. Since the trains were pulled by steam locomotives, they had to be refilled with water and coal and serviced at short intervals. After electrification, the management of the railway company wanted to spare the passengers the need to change at the Papestraße or Schöneberg stations to an well-filled train coming from the suburbs to reach the city centre. There were not the necessary rails for continuing on the Ring between Schöneberg and Papestraße stations.
The Reichsbahn planned to replace the level crossings between the Ring and Südringspitzkehre by over- and underpasses together with the building of the north-south S-Bahn line in the late 1930s, but this was omitted as one of many planned changes after the proclamation of Hitler's Welthauptstadt Germania on 30 January 1937. In World War II, the Potsdamer and Anhalter stations were bombed. From 1944 until the construction of the Berlin Wall in 1961, S-Bahn trains ran over the direct line between Papestraße and Schöneberg opened in 1933, making a complete circle. With the building of the Wall, the line was broken in two places: In West Berlin a separate line on a three-quarter ring ran between Gesundbrunnen and Sonnenallee or Köllnische Heide. In East Berlin the remaining section ran between Schönhauser Allee and Treptower Park, on the suburban lines to Bernau and Königs Wusterhausen or Schönefeld Airport; the building of the Berlin Wall in 1961 prevented continuous operation, after which passenger numbers on the West Berlin side, between Gesundbrunnen and Sonnenallee, declined.
This was caused by a politically motivated call for a boycott, because revenue from the West Berlin S-Bahn, operated by East German railways, supported the East German government. The East Berlin section, from Schönhauser Allee to Treptower Park, remained in operation as it formed part of a major north-south tangent. After the 1980 S-Bahn strike, service on the western part of the ring was suspended for about 13 years. On 9 January 1984, a treaty between East Germany and the West Berlin Senate came into force and turned over responsibility for operation of the S-Bahn in West Berlin to
Berlin Schönefeld Flughafen station
Berlin-Schönefeld Flughafen is a railway station in Schönefeld next to Berlin Schönefeld Airport just outside Berlin. The station is on the Grünauer Kreuz–Berlin Brandenburg Airport railway and is served by S-Bahn lines S9 and S45 as well as the RegionalBahn. Berlin-Schönefeld railway station was built within 150 days and opened for the public on 10 July 1951 as part of the Berliner Außenring. On 26 February 1962, an additional platform was added and Schönefeld was connected to the Berlin S-Bahn; the station is serves by the following service: Regional services RE 7 Dessau – Bad Belzig – Michendorf – Berlin – Berlin-Schönefeld Airport – Wünsdorf-Waldstadt Local services RB 14 Nauen – Falkensee – Berlin – Berlin-Schönefeld Airport Local services RB 22 Berlin – Potsdam – Golm – Saarmund – Berlin-Schönefeld Airport - Königs Wusterhausen Berlin S-Bahn services S 45 Berlin-Schönefeld Airport – Schöneweide – Neukölln – Südkreuz Berlin S-Bahn services S 9 Spandau – Westkreuz – Hauptbahnhof – Alexanderplatz – Ostbahnhof – Schöneweide – Berlin-Schönefeld Airport Berlin Brandenburg Airport railway station Jürgen Meyer-Kronthaler, Wolfgang Kramer: Berlins S-Bahnhöfe.
Ein dreiviertel Jahrhundert. Berlin-Brandenburg 1999. ISBN 3-930863-60-X Bernd Kuhlmann: Eisenbahn-Größenwahn in Berlin. Die Planungen 1933 bis 1945 und deren Realisierung. GVE, Berlin 1996. ISBN 3-89218-035-0 Media related to Berlin Schönefeld Flughafen railway station at Wikimedia Commons
