[{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","@id":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/s-bahn-berlin-wikipedia\/#BlogPosting","mainEntityOfPage":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/s-bahn-berlin-wikipedia\/","headline":"S-Bahn Berlin-Wikipedia","name":"S-Bahn Berlin-Wikipedia","description":"before-content-x4 This article describes the S-Bahn in Berlin. For the company leading company S-Bahn Berlin GmbH, see there. The S-Bahn","datePublished":"2018-06-28","dateModified":"2018-06-28","author":{"@type":"Person","@id":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/author\/lordneo\/#Person","name":"lordneo","url":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/author\/lordneo\/","image":{"@type":"ImageObject","@id":"https:\/\/secure.gravatar.com\/avatar\/44a4cee54c4c053e967fe3e7d054edd4?s=96&d=mm&r=g","url":"https:\/\/secure.gravatar.com\/avatar\/44a4cee54c4c053e967fe3e7d054edd4?s=96&d=mm&r=g","height":96,"width":96}},"publisher":{"@type":"Organization","name":"Enzyklop\u00e4die","logo":{"@type":"ImageObject","@id":"https:\/\/wiki.edu.vn\/wiki4\/wp-content\/uploads\/2023\/08\/download.jpg","url":"https:\/\/wiki.edu.vn\/wiki4\/wp-content\/uploads\/2023\/08\/download.jpg","width":600,"height":60}},"image":{"@type":"ImageObject","@id":"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/e\/ea\/Disambig-dark.svg\/25px-Disambig-dark.svg.png","url":"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/e\/ea\/Disambig-dark.svg\/25px-Disambig-dark.svg.png","height":"19","width":"25"},"url":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/s-bahn-berlin-wikipedia\/","wordCount":55044,"articleBody":"     (adsbygoogle = window.adsbygoogle || []).push({});before-content-x4This article describes the S-Bahn in Berlin. For the company leading company S-Bahn Berlin GmbH, see there. The S-Bahn Berlin is a railway system for local public transport in Berlin and the nearby surrounding area of \u200b\u200bthe city. There are 16 lines on a route network of 340 kilometers that operate 168 train stations, of which there are around 83 kilometers and 36 train stations in the state of Brandenburg. [first]        (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4Operation and maintenance of the vehicles are responsible for the S-Bahn Berlin GmbH, which belongs to the Deutsche Bahn. The Berlin S-Bahn is the first local transport lane to Train was referred to, and in addition to the Hamburg S-Bahn the only one in Germany that is operated with direct current from a side stream rail, as is otherwise more common on subways. Together with the subway and the bus and tram network of the Berlin Verkehrsbetriebe (BVG), the S-Bahn forms the backbone of local public transport in Berlin.        (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4    The owner of the S-Bahn network is DB Netz AG, which also holds the management of the routes. The S-Bahn track network is largely separated from the rest of the rail network. This can ensure that the rest of the train traffic is independent. The trains run on normal -coating tracks (1435 mm). In contrast to Deutsche Bahn, the Berlin S-Bahn with 750 volt DC voltage is operated from a side stream rail. [2] [3] The polarity of the power rail is negative, that of the driving rails positive. [4] In Hamburg, the Berlin S-Bahn also differs from the side of the Hamburg S-Bahn (1200 volts), which is also operated with direct current (1200 volts) by the fact that the current rail is fundamentally coated from below. On bridges with a limited light space profile, however, there are also stream rails (“bridge -ready rails”) in Berlin. Originally there were also in the narrow arches of the north-south tunnel. [5] The driving current is provided by almost 90 rectifier subsequences. By 2025, 28 other submissions for 168 million euros are to be built in order to be able to operate the higher electricity requirements of the new construction vehicles (483\/484 series). [6] Table of Contentsnetwork [ Edit | Edit the source text ] Lines [ Edit | Edit the source text ] From the beginnings of the Berlin railways to the end of the Second World War [ Edit | Edit the source text ] The time of division [ Edit | Edit the source text ] Overall Berlin to the 1961 wall building [ Edit | Edit the source text ] After the wall building [ Edit | Edit the source text ] Development from 1990 [ Edit | Edit the source text ] Transport contract [ Edit | Edit the source text ] Tenders for future operation [ Edit | Edit the source text ] Renovation [ Edit | Edit the source text ] Ostkreuz train station [ Edit | Edit the source text ] G\u00f6rlitzer Bahn (Baumschulenweg – Gr\u00fcnauer Kreuz) [ Edit | Edit the source text ] New route buildings [ Edit | Edit the source text ] Extension Airport Berlin-Sch\u00f6nefeld-Berlin Brandenburg Airport [ Edit | Edit the source text ] Planning line S21 (second north-south train-first construction phase) [ Edit | Edit the source text ] Planning line S21 (second north-south train-second construction phase) [ Edit | Edit the source text ] Reflections on other extensions [ Edit | Edit the source text ] Further plans [ Edit | Edit the source text ] Operating headquarters and transport management [ Edit | Edit the source text ] Train influence system [ Edit | Edit the source text ] Passenger information system [ Edit | Edit the source text ] Terminating procedures [ Edit | Edit the source text ] Technical parameters [ Edit | Edit the source text ] Train formation [ Edit | Edit the source text ] Former series [ Edit | Edit the source text ] Baureihe \/ EB 169 [ Edit | Edit the source text ] Baureihe and \/ EB 168 [ Edit | Edit the source text ] Baureihe and \/ ES \/ EB 165 [ Edit | Edit the source text ] Baureihe and \/ EB 125 [ Edit | Edit the source text ] Baureihe \/ EB 166 [ Edit | Edit the source text ] Baureihe \/ EB 167 [ Edit | Edit the source text ] Bauriere it 170 [ Edit | Edit the source text ] Current series [ Edit | Edit the source text ] Series 485\/885 [ Edit | Edit the source text ] Series 480 [ Edit | Edit the source text ] Series 481\/482 [ Edit | Edit the source text ] Series 483\/484 [ Edit | Edit the source text ] Special vehicles [ Edit | Edit the source text ] Work and duty vehicles [ Edit | Edit the source text ] Panorama-S-Bahn [ Edit | Edit the source text ] Historical vehicles [ Edit | Edit the source text ] Special vehicle inserts [ Edit | Edit the source text ] Coloring [ Edit | Edit the source text ] Series designation [ Edit | Edit the source text ] Main workshop Berlin-Sch\u00f6neweide [ Edit | Edit the source text ] Business plant Berlin-Friedrichsfelde [ Edit | Edit the source text ] Berlin-Gr\u00fcnau operations [ Edit | Edit the source text ] Business plant Berlin-Wannsee [ Edit | Edit the source text ] Drive trolley hall Erkner [ Edit | Edit the source text ] Oranienburg railcar hall [ Edit | Edit the source text ] Closed systems [ Edit | Edit the source text ] Reichsbahnausbesserungswerk Berlin-Tempelhof [ Edit | Edit the source text ] Business works [ Edit | Edit the source text ] Railcar halls [ Edit | Edit the source text ] network [ Edit | Edit the source text ] The network of the Berlin S-Bahn can be divided into three different areas. [7] In the east-west direction, the light rail crosses the city center. In the west (Westkreuz station) she divides into the routes to Spandau and Potsdam (via Wannsee). In the east (Ostkreuz station), it branches into the directions Erkner and Strausberg Nord with further branches to Ahrensfelde and Wartenberg. In the north-south direction, the north-south tunnel specially built for S-Bahn traffic runs. The north-south route connects to the north railway (towards Oranienburg) with the branches towards Bernau and Hennigsdorf. At the southern end, the Wannseebahn and Dresdener Bahn (towards Blankenfelde) continue with the branch towards Teltow Stadt. A cross connection between the routes leading north there is between Blankenburg and Hohen Neuendorf parallel to the Berlin outside ring.        (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4The ring railway surrounds the inner city area. From her at the Treptower Park train station, the G\u00f6rlitzer Bahn branches off with the routes to K\u00f6nigs Wusterhausen, Spindlersfeld and Berlin Brandenburg Airport. It is also connected to the southern Ringbahn via the Baumschulenweg – Neuk\u00f6lln connection. At the Jungfernheide train station, the Siemensbahn branches off to the west, which leads to the Gartenfeld train station. The route has been out of operation since 1980, but it is to be reactivated again. [8] Between the light rail and the ring railway there is a operational connection via the S\u00fcdring curve (Halensee – Charlottenburg). The connection between the two routes in the Eastern Cross area was closed in 2009 for a few years due to construction work. The ring railway is connected to the north-south routes in the Gesundbrunnen station and via a curve (Sch\u00f6nhauser Allee-Bornholmer Stra\u00dfe). There is a connection between the east-west and north-south routes in the Wannsee station. The S-Bahn network is largely expanded in two tracks. There are only a few single -track sections of the route that can be found primarily in the outdoor areas. The platforms in Birkenwerder on the Nordbahn and Karow on the Stettiner Bahn are jointly used by S-Bahn and regional trains. By 2017, S- and Ferkebahn trains used some of the track systems of the Strausberg station on the Ostbahn. On the 12.6-kilometer-long section Marienfelde- Blankenfelde of the Dresdener Bahn there are no separate systems for S- and Ferbahn, but only a few freight trains run there. Only in Birkenwerder there is electrical communal operations with interconnection management and non -voltage -bearing electricity rails. The Wuhletal station on the Ostbahn is a special feature on the network of the Berlin S-Bahn. Here, S- and subway trains stick to joint directional platforms. It has two parallel to each other, the outer tracks of which are used from the S-Bahn. One platform is entertained by the Berlin transport companies (BVG), the other from S-Bahn Berlin GmbH. Such combination platforms are rarely built. The S-Bahn connects all Berlin long-distance stations and the Potsdam main station. Almost all regional train stations in the Berlin area (exceptions: Albrechtshof and Staaken) and a number of regional train stations in Brandenburg are served by the S-Bahn. At 26 train stations of the S-Bahn, the transition to the second Berlin express rail system, the subway, is possible. Lines [ Edit | Edit the source text ] The Berlin S-Bahn runs according to a fixed cycle schedule. The trains run from around 4 a.m. to around 4 a.m. until around 1 a.m. During the day, most lines run every ten minutes. In the nights for Saturday, Sunday and public holidays, most routes are served every half hour. A quarter of an hour is offered on the ring railway on these nights. By overlaying several lines, a quarter of an hour and the north-south railway run a ten-minute cycle on the Stadtbahn. The outside route of line S5 (Mahlsdorf – Strausberg Nord) is served every hour. No night traffic is only offered on the Hohen Neuendorf-Berlin-Blankenburg section. [9] The access requirement has been divided into train groups since the end of the 1930s, which have been referred to with letters (sometimes additionally with Roman digits). [ten] Each train group operates a certain relation every 20 minutes. By filing a \u201coperational train group\u201d into the \u201ctrunk train group\u201d, the twenty -minute act is usually shortened during the day to ten minutes. Only the train groups of the ring railway basically run every ten minutes. On January 9, 1984, lines with the BVG – line numbers with preceding “S” were introduced for passenger operation in the western part of the city, the lines at that time were called S1, S2 and S3. After the German reunification, this line number system was extended to the entire network on June 2, 1991 and formed the still valid basic structure. [11] In the meantime, lines S6 (Warschauer Stra\u00dfe – Zeuthen) and S10 (Oranienburg – Spindlersfeld) ran in the 1990s, these numbers were not awarded again. In December 2017, the line number S26, which was briefly awarded in the 1990s and in 2001, was added. [ten] There are 16 S-Bahn lines nominal, whereby each direction has its own line number (clockwise: S41, clockwise: S42). Several traction groups at the same time are often bundled to a line, so that the most sought -after sections are operated every ten minutes (sometimes more often) on many lines. In a number of sections, several lines also overlap, such as on the light rail (four lines), the southern ring railway (three to five lines), the eastern ring railway (four to five lines) and in the north-south tunnel (four lines) . As a result, clock consequences of two to five minutes are achieved on these sections. Overview of the S-Bahn lines and train groups (As of October 31, 2020)   Tract group (Funkname) Route Hold km Travel time Abbreviated routes remark Vehicle insert [twelfth]  Stations (italics = train station in Brandenburg)    P (Paula) Oranienburg \u2013 Wannsee 35 51.7 81 min Nordbahn, Stettiner Bahn, Nords\u00fcd-S-Bahn, Wannseebahn   P I (Panther) Frohnau \u2013 Wannsee 30 37.7 64 min Nordbahn, Stettiner Bahn, Nords\u00fcd-S-Bahn, Wannseebahn   P II (Pastor) Potsdamer Platz – Zehlendorf twelfth 12.7 22 min Nords\u00fcd-S-Bahn, Wannseebahn Only HVZ, not during the holidays  Oranienburg – Lehnitz – Borgsdorf – Birkenwerder – Hohen Neuendorf – Frohnau – Hermsdorf – Waidmannslust – Wittenau (U8) – Wilhelmsruh – Sch\u00f6nankstra\u00dfe – Bornholmer Stra\u00dfe – Gesundbrunnen (U8) – Humboldthain – Nordbahnhof – Oranienburger Stra\u00dfe – Friedrichstra\u00dfe (U6) – Brandenburger Tor (U5) – Potsdamer Platz (U2) – Anhalter Bahnhof-Yorckstra\u00dfe (Gro\u00dfg\u00f6rschenstra\u00dfe) (U7)-Julius-Leber-Br\u00fccke-Sch\u00f6neberg-Friedenau-Feuerbachstra\u00dfe-Rathaus Steglitz (U9)-Botanical Garden-Lichterfelde West-Sundgauer Stra\u00dfe-Zehlendorf-Mexicoplatz-Schlachtensee-Nikolasse-Wannsee Series 481\/482  W (Wulf) Bernau-Blankenfelde (Kr Teltow-Fl\u00e4ming) 28 46.6 70\u00a0min Stettiner Bahn, Nords\u00fcd-S-Bahn, Dresdener Bahn   W I (Wespe) Book – Lichtenrade 22 32.5 51\u00a0min Stettiner Bahn, Nords\u00fcd-S-Bahn, Dresdener Bahn   Bernau – Bernau-Friedenstal – Zepernick – R\u00f6ntgental -Book-Karow-Blankenburg-Pankow-Heinersdorf-Pankow (U2)-Bornholmer Stra\u00dfe-Gesundbrunnen (U8)-Humboldthain-Nordbahnhof-Oranienburger Stra\u00dfe-Friedrichstra\u00dfe (U6)-Brandenburger Tor (U5)-Potsdamer Platz (U2)- – Yorckstra\u00dfe (U7) – S\u00fcdkreuz – Priesterweg – Attilastra\u00dfe – Marienfelde – Buckower Chaussee – Schichauweg – Lichtenrade – Mahlow \u2013 Blankenfelde  Series 481\/482  V (Viktor) Hennigsdorf (B Berlin) – Teltow City 27 39.9 63\u00a0min Kremmener Bahn, Nordbahn, Stettiner Bahn, Nords\u00fcd-S-Bahn, Anhalter Voreportbahn, Berlin-Lichterfelde S\u00fcd-Teltow City Only 6-car trains due to platform lengths in Hennigsdorf  Hennigsdorf -Heiligensee-Schulzendorf-Tegel-Eichborndamm-Karl-Bonhoeffer-Nerve Clinic (U8)-Alt-Reinickendorf-Sch\u00f6nholz-Wollankstra\u00dfe-Bornholmer Stra\u00dfe-Gesundbrunnen (U8)-Humboldthain-Nordbahnhof-Oranienburger Stra\u00dfe-Friedrichstrasse (U6)-Brandenburger Tor (U5 ) – Potsdamer Platz (U2) – Anhalter Bahnhof – Yorckstra\u00dfe (U7) – S\u00fcdkreuz – Priesterweg – S\u00fcdende – Lankwitz – Lichterfelde Ost – Osdorfer Stra\u00dfe – Lichterfelde S\u00fcd – Teltow Stadt  Series 481\/482  V i (Vampir) (Waidmannslust -) Potsdamer Platz – Teltow City 23 11 30.4 15.6 51\u00a0min 24\u00a0min Nordbahn, Stettiner Bahn, Nords\u00fcd-S-Bahn, Anhalter Voreportbahn, Berlin-Lichterfelde S\u00fcd-Teltow City Until Waidmannslust only Mon -Fri  Waidmannslust – Wittenau (U8) – Wilhelmsruh – Sch\u00f6nholz – Wollankstra\u00dfe – Bornholmer Stra\u00dfe – Gesundbrunnen (U8) – Humboldthain – Nordbahnhof – Oranienburger Stra\u00dfe – Friedrichstra\u00dfe (U6) – Brandenburger Tor (U5) – Potsdamer Platz (U2) – Anhalt Bahnhof – Yorckstra\u00dfe ( U7) – S\u00fcdkreuz – Priesterweg – S\u00fcdende – Lankwitz – Lichterfelde Ost – Osdorfer Stra\u00dfe – Lichterfelde S\u00fcd – Teltow Stadt  Series 481\/482  B (berta) Spandau – Erkner 30 44.6 74\u00a0min Spandau Vorortbahn, Wetzlarer Bahn, Stadtbahn, Silesian Railway   B in (Bussard) Ostbahnhof – Friedrichshagen ( – Erkner) 13 ten 24.3 14.6 33\u00a0min 22\u00a0min Silesian train Until Erkner only HVZ and in the summer schedule  B 2 (Benno) Ostbahnhof – Friedrichshagen 6 14.6 19\u00a0min Silesian train Only HVZ, express trains (no stop in Rummelsburg, Rummelsburg company station, Wuhlheide and Hirschgarten), not during the holiday  Spandau (U7) – Stresow – Pichelsberg – Olympic Stadium – Heerstra\u00dfe – Mass S\u00fcd – Westkreuz – Charlottenburg (U7) – Savignyplatz – Zoological Garden (U2, U9) – Tiergarten – Bellevue – Hauptbahnhof (U5) – Friedrichstrasse (U6) – Hackescher Markt – Alexanderplatz (U2, U5, U8) – Jannowitzbr\u00fccke (U8) – Ostbahnhof – Warschauer Stra\u00dfe (U1, U3) – Ostkreuz – Rummelsburg – Rummelsburg – Karlshorst – Wuhlheide – K\u00f6penick – Hirschgarten – Friedrichshagen – Rahnsdorf – Wilhelmsdorf – Erkner  Series 481\/482 and since December 2022 480 series  \u21bb  A (Anton) Gesundbrunnen – Gesundbrunnen 28 36.8 60\u00a0min Ringbahn (clockwise) 10-min-stroke  A I (Adler) Gesundbrunnen – Gesundbrunnen 28 36.8 60\u00a0min Ringbahn (clockwise) 10-min-stroke, am we 20-min-stroke  Gesundbrunnen (U8) – Sch\u00f6nhauser Allee (U2) – Prenzlauer Allee – Greifswalder Stra\u00dfe – Landsberger Allee – Storkower Stra\u00dfe – Frankfurter Allee (U5) – Ostkreuz – Treptower Park – Sonnenallee – Neuk\u00f6lln (U7) – Hermannstrasse (U8) – Tempelhof (U6) – S\u00fcdkreuz – Sch\u00f6neberg – Innsbrucker Platz (U4) – Bundesplatz (U9) – Heidelberger Platz (U3) – Hohenzollerndamm – Halensee – Westkreuz – Messe North\/ICC – Westend – Jungfernheide (U7) – Beusselstra\u00dfe – Westhafen (U9) – Wedding (U6 ) – Gesundbrunnen (U8) 481\/482 (Mod.), Series 483\/484  \u21ba  R (Richard) Gesundbrunnen – Gesundbrunnen 28 36.8 60\u00a0min Ringbahn (against clockwise) 10-min-stroke  R i (heron) Gesundbrunnen – Gesundbrunnen 28 36.8 60\u00a0min Ringbahn (against clockwise) 10-min-stroke, am we 20-min-stroke  Opposite direction to S41 481\/482 (Mod.), Series 483\/484  In (Ulrich) S\u00fcdkreuz-BER Airport-Terminal 1-2 14 21.8 38\u00a0min Ringbahn, connecting railway Baumschulenweg – Neuk\u00f6lln, G\u00f6rlitzer Bahn, Gr\u00fcnauer Kreuz – Berlin Airport BER   S\u00fcdkreuz – Tempelhof (U6) – Hermannstra\u00dfe (U8) – Neuk\u00f6lln (U7) – K\u00f6llnische Heide – Baumschulenweg – Sch\u00f6nweide – Johannisthal – Adlershof – Altglienicke – Gr\u00fcnbergallee – Airport BER-Terminal 5 (Sch\u00f6nefeld)-Wa\u00dfmannsdorf-BER-Terminal 1-2 Airport 1-2  Series 481\/482 (Mod.)  D (Dora) Westend – K\u00f6nigs Wusterhausen 28 40.6 58\u00a0min Ringbahn, connecting railway Baumschulenweg – Neuk\u00f6lln, G\u00f6rlitzer Bahn only to Tempelhof – Sat, so in the afternoon  (Gesundbrunnen (U8) – Wedding (U6) – Westhafen (U9) – Beusselstra\u00dfe – Jungfernheide (U7) -) Westend – Messe Nord\/ICC – Westkreuz – Halensee – Hohenzollerndamm – Heidelberger Platz (U3) – Bundesplatz (U9) – Innsbrucker Platz (U4) – Sch\u00f6neberg – S\u00fcdkreuz – Tempelhof (U6) – Hermannstra\u00dfe (U8) – Neuk\u00f6lln (U7) – K\u00f6llnische Heide – Baumschulenweg – Sch\u00f6neweide – Johannisthal – Adlershof – Gr\u00fcnau – Eichwalde – Zeuthen – Wildau – K\u00f6nigs Wusterhausen  Series 483\/484  K (Konrad) Hermannstra\u00dfe \u2013 Spindlersfeld 7 10.3 18\u00a0min Ringbahn, connecting railway Baumschulenweg – Neuk\u00f6lln, G\u00f6rlitzer Bahn, Branch Sch\u00f6neweide – Spindlersfeld   Hermannstra\u00dfe (U8) – Neuk\u00f6lln (U7) – K\u00f6llnische Heide – Baumschulenweg – Sch\u00f6neweide – Oberspree – Spindlersfeld Series 483\/484  To (emil) Westkreuz – Mahlsdorf – Strausberg – Strausberg Nord 30 27 21 48.8 39.3 24.0 78\u00a0min 67\u00a0min 45\u00a0min Wetzlarer Bahn, Stadtbahn, Ostbahn, Strausberg – Strausberg Nord In the evening only to Mahlsdorf  E I (Elster) Westkreuz – Mahlsdorf ( – Hoppegarten) 23 21 28.3 24.0 52\u00a0min 45\u00a0min Wetzlarer Bahn, Stadtbahn, Ostbahn Only in the HVZ to Hoppegarten  E II (oak) Ostbahnhof \u2013 Mahlsdorf 9 11.3 21\u00a0min Ostbahn Only HVZ, not during the holidays  and III (ERNA) Mahlsdorf \u2013 Strausberg \u2013 Strausberg Nord ten 7 24.4 15.3 31\u00a0min 20\u00a0min Ostbahn, Strausberg – Strausberg Nord Only in the evening, then replaced train group E; Every second train only to Strausberg,  S II (Sirius)* Ostbahnhof \u2013 Mahlsdorf 9 11.3 18\u00a0min Ostbahn Only early HVZ, not during the holidays  Westkreuz – Charlottenburg (U7) – Savignyplatz – Zoological Garden (U2, U9) – Tiergarten – Bellevue – Central Station (U5) – Friedrichstrasse (U6) – Hackescher Markt – Alexanderplatz (U2, U5, U8) – Jannowitzbr\u00fccke (U8) – Ostbahnhof – Warschauer Stra\u00dfe (U1, U3) – Ostkreuz – N\u00f6ldnerplatz – Lichtenberg (U5) – Friedrichsfelde Ost – Biesdorf – Wuhletal (U5) – Kaulsdorf – Mahlsdorf – Birkenstein – Hoppegarten – Neuenhagen – Fredersdorf – Petershagen Nord – Strausberg – Hegerm\u00fchle – Strausberg Stadt – Strausberg Nord  Series 481\/482  O (OTTO) Potsdam Hauptbahnhof – Ahrensfelde 29 47.4 74\u00a0min Wannseebahn, Wetzlarer Bahn, Stadtbahn, Ostbahn, Wriezener Bahn   O i (Olaf) Potsdam Hauptbahnhof – Ahrensfelde 29 47.4 74\u00a0min Wannseebahn, Wetzlarer Bahn, Stadtbahn, Ostbahn, Wriezener Bahn   Potsdam Hauptbahnhof – Babelsberg – Griebnitzsee – Wannsee – Nikolassee – Grunewald – Westkreuz – Charlottenburg (U7) – Savignyplatz – Zoological Garden (U2, U9) – Tiergarten – Bellevue – Central Station (U5) – Friedrichstrasse (U6) – Hackescher Markt – Alexanderplatz (U2, U5, U8) – Jannowitzbr\u00fccke (U8)-Ostbahnhof-Warschauer Stra\u00dfe (U1, U3)-Ostkreuz-N\u00f6ldnerplatz-Lichtenberg (U5)-Friedrichsfelde Ost-Springpfuhl-Poelchaustra\u00dfe-Marzahn-Raoul-Wallenberg-Stra\u00dfe-Mehrower Allee-Ahrensfelde Series 481\/482  T (Theodor) Warschauer Stra\u00dfe – Wartenberg 9  22\u00a0min Ostbahn, Wriezener Bahn, Springpfuhl – Wartenberg   T I (Tapir) Warschauer Stra\u00dfe – Wartenberg 9  22\u00a0min Ostbahn, Wriezener Bahn, Springpfuhl – Wartenberg   Warschauer Stra\u00dfe (U1, U3) – Ostkreuz – N\u00f6ldnerplatz – Lichtenberg (U5) – Friedrichsfelde Ost – Springpfuhl – Gehrenseestra\u00dfe – Hohensch\u00f6nhausen – Wartenberg Series 481\/482  N (North Pole) Birkenwerder – Blankenburg – Gr\u00fcnau ( – Wildau) 25 22 56.4 45.3 79\u00a0min 64\u00a0min Nordbahn, Blankenburg – Hohen Neuendorf, Stettiner Bahn, Ringbahn, G\u00f6rlitzer Bahn until Gr\u00fcnau only HVZ; In the evening only every third train between Birkenwerder and Blankenburg  Birkenwerder-Hohen Neuendorf-Bergfelde-Sch\u00f6nflie\u00df-M\u00fchlenbeck-M\u00f6nchm\u00fchle -Blankenburg-Pankow-Heinersdorf-Pankow (U2)-Bornholmer Stra\u00dfe-Sch\u00f6nhauser Allee (U2)-Prenzlauer Allee-Greifswalder Stra\u00dfe-Landsberger Allee-Storkower Stra\u00dfe-Frankfurter Allee (U5)-Ostkreuz-Treptower Park-Pl\u00e4nterwald-Baumschulenweg-Sch\u00f6nweide- Johannisthal – Adlershof – Gr\u00fcnau ( – Eichwalde – Zeuthen – Wildau ) Series 483\/484  N i (Neisse) Pankow – Sch\u00f6neweide ( – Gr\u00fcnau) 16 13 23.8 17.3 38\u00a0min 29\u00a0min Nordbahn, Ringbahn, G\u00f6rlitzer Bahn Until Gr\u00fcnau only HVZ  Pankow (U2) – Bornholmer Stra\u00dfe – Sch\u00f6nhauser Allee (U2) – Prenzlauer Allee – Greifswalder Stra\u00dfe – Landsberger Allee – Storkower Stra\u00dfe – Frankfurter Allee (U5) – Ostkreuz – Treptower Park – Pl\u00e4nterwald – Baumschulenweg – Sch\u00f6neweide – Johannisthal – Adlershof – Gr\u00fcnau Series 485\/885 (until spring 2023), series 481\/482 (Mod.)  C (Caesar) Spandau-BER Airport-Terminal 1-2 30 40.7 78\u00a0min Spandau Vorortbahn, Wetzlarer Bahn, Stadtbahn, G\u00f6rlitzer Bahn, Gr\u00fcnauer Kreuz – Berlin Airport railway line   Spandau (U7) – Stresow – Pichelsberg – Olympic Stadium – Heerstra\u00dfe – Mass S\u00fcd – Westkreuz – Charlottenburg (U7) – Savignyplatz – Zoological Garden (U2, U9) – Tiergarten – Bellevue – Hauptbahnhof (U5) – Friedrichstrasse (U6) – Hackescher Markt – Alexanderplatz (U2, U5, U8) – Jannowitzbr\u00fccke (U8) – Ostbahnhof – Warschauer Stra\u00dfe (U1, U3) – Treptower Park – Pl\u00e4nterwald – Baumschulenweg – Sch\u00f6neweide – Johannisthal – Adlershof – Altglienicke – Gr\u00fcnbergallee – Airport BER – Terminal 5 (Sch\u00f6nefeld) – Wa\u00dfmannsdorf – BER – Terminal 1-2 Airport 1-2  Series 481\/482 Remarks: The train group marked with * on line S5 has no longer been running since the lack of availability of S-Bahn vehicles in June 2009. The line lengths were determined with the DB program. [13] The information at evening Applies from around 9 p.m. to the end of the company. No statement from the BR 481\/482 On the modernization status means that both modernized and unmodernized trains (also mixed) run in a line. From the beginnings of the Berlin railways to the end of the Second World War [ Edit | Edit the source text ]  The first railway line in Berlin went into operation in 1838 with the Berlin-Potsdam railway. In the following years, further radial routes were created in all directions. In 1871 the ring railway was opened outside the then built. Several tests with electrical rail operations have been undertaken since 1900. In 1913, the decision was made in favor of an alternating current system with a power supply by means of a guide hanged above the vehicles. With the outbreak of the First World War, the preparatory work was stopped, but resumed after the end of the war. There were already some track masts in the Pankow area. After the First World War, the newly founded Deutsche Reichsbahn (DR) decided to switch the city, ring and suburban railway to electrical operation. Because the further use of the existing car inventory planned before the war was no longer responsible due to the poor condition of most vehicles and in order to reduce the effort for the light space profile, the project was changed to a operation with 800V DC and lateral Power rail. After several years of preparatory work, the first electrified railway line from the Stettin Vorortbahnhof (now Nordbahnhof) went into operation in Bernau in 1924. For the time being, the six test trains were used, in 1925 the DR put the first series design into service with the later ET169. In 1929 the era of the trains covered with steam locomotives ended on the suburban tracks of the city and ring railway. After the name for this transport system was still a city-fast railway (abbreviated SS) in 1929\/30, the name in the light rail (abbreviated: S-Bahn) was changed from March 1930. The S-Bahn logo designed the Berlin user graphic artist Fritz Rosen on behalf of the Reichsbahndirection Berlin, who at the time headed Bernhard studio. It was officially introduced on November 13, 1930. [14] In around seven years, 235.0 kilometers of city, ring and suburban routes were equipped with power rails until 1933 as part of the “large electrification”. In 1928, a delivery contract was concluded with the Bewager in 1928 and a high -voltage connection between the Klingenberg power plant in the expansion and the rear derailleur on Margraveamm as well as three other derivation. From the four derivation, the electricity distribution to the sub- and rectifier works took place during the routes. [15] At the end of 1943, the Berlin S-Bahn network had reached an extension of 294.8 kilometers. The S-Bahn recorded the passenger record of 737 million travelers in 1943. In April 1945, the S-Bahn operation had to be stopped due to the fighting in Berlin and the failure of the power supply. At the beginning of May 1945, the tunnel ceiling was blown up under the Landwehr Canal and the S-Bahn tunnel of the north-south -way railway was then under water. A short time later, the subway network was also largely full of water via the passenger connection course in Friedrichstra\u00dfe train station to today’s U6 underground line. The time of division [ Edit | Edit the source text ] Overall Berlin to the 1961 wall building [ Edit | Edit the source text ]  After the Second World War, the S-Bahn network was quickly freed from war damage. The Deutsche Reichsbahn (DR) in the Soviet occupation zone and later in the GDR kept the operating law for the entire Berlin route network on Allied arrangement. [16] [17] The first trains were back on July 6, 1945. At the end of 1947, the entire network was accessible again with a few exceptions. With the division of Germany and Berlin, the East-West conflict had a significant impact on the development of the S-Bahn. The delimitation of West Berlin was gradually prepared on the part of the GDR. As early as 1952, West Berliners were no longer allowed to enter the surrounding area in the GDR. In 1951\/1952, the head train stations of the long-distance railway that can only be reached via the West Berlin area and the traffic around the city was managed. With the Berlin outer ring, a possibility for the complete bypass of West Berlin was created by the end of the 1950s. By 1961, traffic on the S-Bahn routes to West Berlin still rolled normally. Until the Wall was built in 1961, the largest network of the S-Bahn in Berlin was created with around 335 kilometers in length. [18] After the wall building [ Edit | Edit the source text ] After the destruction of the Second World War, August 13, 1961 was the largest cut into the company and the network of the S-Bahn.   The S-Bahn continued to be operated by the German Reichsbahn in two separate sub-networks. In East Berlin, the S-Bahn remained the means of transport with the highest passenger share with a transport share of around 35 percent. The route network continued to grow in the 1970s and 1980s. In particular, the new buildings in the northeast of the city (Marzahn and Hohensch\u00f6nhausen) were connected to the network. The wall construction led to the S-Bahn boycott in West Berlin after calling politicians and unions. [19] The passenger numbers then decreased sharply. In 1980 there were dismissals that made the great unrest emerged under the workforce, and the Reichsbahn also planned extensive timetables. The displeasure of the employees discharged in the second Berlin S-Bahn strike. As a consequence, the Reichsbahn released most of its West Berlin employees and reduced the number of line in West Berlin from ten to three. However, the Berlin S-Bahn strike moved the S-Bahn into the interest of the media world and brought the desire to include the S-Bahn into the West Berlin local transport system. Negotiations from representatives of the Senate, the BVG and the German Reichsbahn began in 1983. In December 1983, these were concluded with Allied approval for the agreement between the Deutsche Reichsbahn and the Berlin Senate to hand over the operating rights of the S-Bahn in the field of West Berlin. On January 9, 1984 at 3 a.m., BVG took over the S-Bahn operation in West Berlin. [20] However, the BVG got the oldest vehicles from the Dr; However, it endeavored to quickly adapt an adaptation to the modern standard of the subway. Therefore, new S-Bahn trains were soon procured on their behalf, which are still traveling as a 480 series in the Berlin S-Bahn network today. Even before the fall of the Berlin Wall, there were efforts to re-operate the S-Bahn network in West Berlin. Citizens ‘initiatives and citizens’ request led to the renovation of the southern Ring Railway section in 1989. Development from 1990 [ Edit | Edit the source text ]  Mixed train from S-Bahn car from BVG and DR at the Zoo station, November 14, 1989 After the fall of the wall on November 9, 1989, the focus was on merging the two S-Bahn networks. Already in the first few days after the border opening, the German Reichsbahn brought vehicles of the 275 series to the west, since the trains present at BVG could not cope with the rush. The BVG lined up between the leading quarter of its own quarter. On July 2, 1990, the continuous traffic on the light rail from east to west was resumed with three (from September 30, 1990) train groups (lines). On the same day, the Oranienburger Stra\u00dfe ghost train station was reopened on the north-south railway. [21] On September 1, 1990, the two ghost train stations Nordbahnhof and Unter den Linden (today: Brandenburg Gate) were served by the S-Bahn again. [21] [22] The Potsdamer Platz train station was only handed over to passenger transport after various construction work on March 1, 1992. [21] By the end of 1993, the S-Bahn operation in Berlin was carried out by the Deutsche Reichsbahn and the BVG. At the turn of the year 1993\/1994, the Deutsche Reichsbahn and the German Federal Railway agreed to the Deutsche Bahn. At the same time, responsibility for the operation of the S-Bahn in the former West Berlin from BVG passed to Deutsche Bahn. In practice, however, the implementation of the company was gradually given by the BVG: on August 1, 1992, the management of the first route passed to the Deutsche Reichsbahn. After the foundation of the Deutsche Bahn, there was still a service contract between BVG and Deutscher Bahn until May 1998. [23] By about 2006\/2007, the S-Bahn was one of the most reliable and popular S-Bahn systems in Europe. In the following years there was a steady decline in performance, which in 2008, 2009 and 2010 with serious performance burglaries S-Bahn crisis culminated. The reasons were in an interaction of excessive rationalizations as a result of the maintenance deficits resulting from the parent company, a management failure of the S-Bahn management at the time under Tobias Heinemann and construction defects of the new vehicles. [24]  Logo of S-Bahn Berlin GmbH At the turn of the year 1993\/1994, the Deutsche Reichsbahn and the Deutsche Bundesbahn agreed to Deutsche Bahn AG. For the same date, the operation of the S-Bahn in the former West Berlin, which was previously carried out by the BVG, was handed over to Deutsche Bahn. On January 1, 1995, the company was transferred to the newly founded S-Bahn Berlin GmbH; She has been a 100 % subsidiary of DB Regio AG since March 2010. [25] Transport contract [ Edit | Edit the source text ] S-Bahn Berlin GmbH operates the traffic of the S-Bahn based on a tender for a traffic contract signed in August 2004 between Deutsche Bahn and the Berlin Senate. The contract was retrospectively from the beginning of 2003 to the end of 2017 and included funds from Berlin and Brandenburg in the amount of 3.54 billion euros. [26] After delaying the tender, it was decided to have S-Bahn Berlin GmbH continued the company by direct allocation. The regulations of the transitional agreement were published on June 3, 2015 in the European Official Journal. In the sub-networks north-south and the light rail, interim contract II ends between 2027 and 2028. For the sub-network ‘Ring’ (ring track and feeder), staggered deadlines are agreed to enable a possible new operator to gradually take on the company-for The short line between Spindlersfeld and S\u00fcdkreuz until the end of 2020, the ring railway even until October 2023. [27] [28] The previous operator of the DB subsidiary S-Bahn Berlin GmbH has been commissioned with its own new vehicles and a vehicle capacity increase of 20% for the subsequent transport contract of the “Ring” sub-network with the lines S41\/S42, S47 and S8. [29] Tenders for future operation [ Edit | Edit the source text ] In 2012, the two federal states of Berlin and Brandenburg decided to publicly write out the operation and maintenance of the S-Bahn Berlin across Europe as the responsible task authority. [30] It was originally planned to carry out independent tenders for three sub-networks (ring, light rail and north-south); The tender for the overall network was rejected because with such a award due to the high risks was expected. After the last transport contract in December 2017, Deutsche Bahn should continue to be commissioned for at least two of the sub -networks, since a new operator of the network would have to buy new vehicles because the train was not willing to hand over trains. Only specially developed vehicles can be used on the Berlin system with the side power rail and the weight restrictions on the trains, which were not to be obtained by 2017. [thirty first] The award procedure for the \u201cRing\u201d sub -network, which includes the lines S41 and S42 (ring railway) as well as the lines S46, S47 and S8 with an annual traffic performance of 9.4 million train kilometers (just under a third of the overall traffic), started in June 2012 . [32] It provided for the operation for 15 years, but the maintenance for 33 years. [33] However, the procedure was canceled on the basis of a decision by the Award of the Berlin Chamber Court of January 24, 2013. [34] As part of a lawsuit by Deutsche Bahn against the award procedure, the court had questioned the particularly long term of the planned contract and referred the procedure to the European Court of Justice. [34] On April 11, 2013, VBB launched a new award procedure for the ‘Ring’ sub -network on behalf of the two federal states. [35] It provides to write out operation and maintenance from December 2017 for a period of 15 years. New vehicles are procured by the future operator. [35] Numerous applicants had submitted an application to participate in the award procedure on July 15, 2013. These include the S-Bahn Berlin GmbH (The current operator), the French Ratp, the British National Express Group, MTR from Hong Kong and the vehicle manufacturers Bombardier as well as Siemens and Stadler together. [36] In March 2014 it was announced that several of the applicants waived further participation in the procedure. In addition to Deutsche Bahn, only National Express remained. [37] This also withdrawn from the award procedure in October 2014. The only remaining applicant is the S-Bahn Berlin GmbH . [38] Traffic expert and politician Matthias Oomen (B\u00fcndnis 90\/Die Gr\u00fcnen) called for the demolition of the tender in connection with the performance of S-Bahn Berlin GmbH. [39] In November 2013, Deutsche Bahn expressed a framework contract for the procurement of up to 690 multiple units for the S-Bahn Berlin across Europe. The quarter -trains up to 37 meters long are to be designed for a top speed of 100 km\/h. [40] However, most applicants jumped off. The previous manufacturer Bombardier (BR 481 at the Hennigsdorf work near Berlin) also resigned due to the tightened financing conditions, so that only Siemens\/Stadler is considered a promising candidate (Stadler is building the new Berlin U-Bahnen in Berlin-Pankow). The offer for the new trains is higher than expected and would therefore also make future operation significantly more expensive than before – at least 390 cars should be procured by the new operator. [41] In December 2015, Siemens\/Stadler completed a framework contract for the delivery of 1380 cars with S-Bahn Berlin GmbH, of which 106 trains (consisting of 85 four-part and 21 two-part vehicles) were immediately ordered. [42] The trains will be run as a series 483\/484. On August 4, 2020, the tender for the parts networks ‘north-south’ and ‘Stadtbahn’ started. In addition to the traffic performance, the allocation also includes the vehicle delivery and maintenance with a term of 15 years or the maintenance of 30 years. The state of Berlin buys at least 1308 S-Bahn cars with an option of another 852 cars and wants to take over it in the country. The new operator is scheduled for the north-south section in December 2027, at the Stadtbahn in February 2028. [43] On May 6, 2021, the Berlin House of Representatives founded a State Institute for rail vehicles Berlin (LSFB) decided . [44]  Price development of the non -reduced single tickets (adjusted for purchasing power at still 1995) Since October 1, 1891, there has been a separate tariff in Berlin on the routes of the city, ring and suburban tracks. Loching tongs have been used at the stations for devaluation since 1893, so that tickets dissolved in advance could be used from various departure stations. As of May 15, 1938, the separate tariff area was extended. [45] In the south of Teltow and W\u00fcnsdorf and in the northeast Werneuchen were added. On October 1, 1944, a price level system was introduced, which in East Berlin and in the surrounding area with only low modifications until 1991. All relations in and around Berlin were covered with eight price levels, whereby the price levels 6\u20138 were only necessary for long trips, especially from the western ones to the eastern suburbs of Berlin. For trips in the city area, price level 1. The prices were between 20 pennies for price level 1 to 1.30 marks for price level 8. The prices were retained in East Berlin until 1991. [forty six] The electric S-Bahn routes and other suburban routes were not distinguished in collaboration. Officially, these were also Train designated. Course book cards used the terms “electrically operated S-Bahn routes” and “S-Bahn routes operated with steam”, later “non-electrically operated S-Bahn routes”. In GDR times, those trains in particular were also popular as Sputnik Described that parts of the area of \u200b\u200bWest Berlin encloses. The S-Bahn tariff area was only slightly changed for decades and in the 1980s ranged from Nauen, Werder (Havel) or Beelitz-Heilst\u00e4tten to Werneuchen, Strausberg and F\u00fcrstenwalde in East-West and Velten, Oranienburg and Bernau to Ludwigsfelde, W\u00fcnsdorf and K\u00f6nigs Wusterhausen in the north-south direction.  Ticket BVB\/S-Bahn (East), approx. 1985  S-Bahn ticket for the west network After a currency reform was carried out in both German states at the end of the 1940s, it was the determination that West Berliners had to acquire their tickets in DM-West (also for trips from train stations in the eastern area). In order to control this, the tickets in the western part received a red print on yellow cardboard and in the eastern part the imprint remained in black. [47] Separate price levels were introduced for West Berlin after the wall construction. After the takeover by the BVG in 1984, the West Berlin S-Bahn was integrated into the BVG tariff system. In East Berlin, the tariff system was regardless of that of BVG\/BVB until the end of the GDR. However, from February 1, 1976, price levels of price level 1 could also be used for journeys by means of transportation of BVB because they cost the same amount. As of July 1, 1989, new tickets were introduced, which made it possible to change between the S and subway. This change was necessary because the Wuhletal train station was the only train station in Berlin to be operated together by DR and BVB. This regulation did not apply to the transition to the bus or the tram. After the German reunification, the area of \u200b\u200bthe S-Bahn tariff became a tariff area Berlin and the surrounding area And a uniform tariff introduced for all public transport. The Berlin-Brandenburg (VBB) transport association was founded in 1999. The joint tariff of the VBB for all member regions and cities was introduced on April 1, 1999 and has also been in the network of S -Bahn Berlin since then. In addition, Berlin had only been divided into two tariff zones since 1995. The previous surrounding area forms a third tariff zone with just a few exceptions. Viewed nationwide, the S-Bahn Berlin is integrated into the Deutsche Bahn price system. In principle, it has been possible for several years to solve continuous tickets from each train station outside of Berlin and Brandenburg to stations on the S-Bahn network. Even if this is not in detail, the imprint “Berlin” means a wide use of many (but not all) inner-city S-Bahn stations. In return, however, tickets for destinations outside of the VBB are not available at all stations of the Berlin S-Bahn. Also the so -called Ticket is not available in the federal states of Berlin and Brandenburg. [48] [49] Renovation [ Edit | Edit the source text ] Ostkreuz train station [ Edit | Edit the source text ]  Ostkreuz train station in full renovation, already completed the new Ringbahn-Halle, 2015 The German Reichsbahn had already presented plans for the redesign of the Ostkreuz station in 1988. [50] The long -moved renovation of the train station began in 2007. In addition to the complete redesign of the track field, there were also three new regional platforms. The train station was designed to be barrier -free by installing elevators and escalators. The operation on the east-west routes of the S-Bahn will in future be carried out in the direction of direction, so the trains towards the city and on the platform E should drive the trains to the east. At the same time, the route to the neighboring Warschauer Stra\u00dfe train station and this train station will be renovated. [51] The costs for the renovation are currently specified at 411 million euros. [52]  The Ostkreuz station after its completion, 2020 The Ostkreuz station is one of the most frequented train stations throughout the network with eight lines (four on the light rail and four on the ring railway level). Since the renovation took place while operating, no binding completion date was mentioned. Deutsche Bahn initially expected a completion in 2016. [53] In 2017, it was assumed that the work would be completed in 2018. [54] The renovated building was inaugurated on December 9, 2018. [55] With the progress of the construction work, the south curve of the Eastern Cross and the platform A were taken out on August 31, 2009. This resulted in line changes. Since completion in December 2017, direct traffic from the southern ring railway onto the light rail has existed. There is no more platform on the south ring curve. The trains of the S9 line therefore do not stop at the Eastern Cross. The Nordring curve of the Ostkreuz station (Warschauer Stra\u00dfe – Frankfurter Allee) was no longer driven in 2006 and demolished in the following years. Your restoration is not planned. In October 2009, the new regional platform of the Ringbahn was completed to such an extent that the S-Bahn trains on the ring railway temporarily used it. Subsequently, the demolition of the Ringbahn-S platform and its new building including a platform hall could be started. This was put into operation on April 16, 2012 after a blocking break of 16 days. [56] At the timetable change on December 15, 2015, the regional platform on the ring railway was opened and the Ostkreuz was thus open for the first time. Since the timetable change on December 10, 2017, regional trains and individual long -distance trains (e.g. Flixtrain [formerly: Locomore] to Stuttgart) have also been held at the Stadtbahn level). In addition, the sweet curve for line S9 and the newly built platforms D and E have been in operation since this day. From June 2018, an intercity of Deutsche Bahn on the Ostkreuz will stop. [57] G\u00f6rlitzer Bahn (Baumschulenweg – Gr\u00fcnauer Kreuz) [ Edit | Edit the source text ]  Renewal of the G\u00f6rlitzer-Bahn-Br\u00fccken over the Teltow Canal, November 2009 The renovation work on the G\u00f6rlitzer Bahn started on July 12, 2006. [58] [59] In 2010 and 2011, the newly built train stations Baumschulenweg and Adlershof went into operation in several stages, and the bridges over the Britzer connecting channel and the Teltow Canal were also renewed. The platform in Adlershof received a new location directly above the Rudower Chaussee. [60] [sixty one] The conversion of the Wildau train station was completed in 2014, so that it is now accessible to two tracks and accessible. Further larger construction projects are planned on the route: Conversion of the Sch\u00f6neweide station including the new building of a tram underpass Renewal of the bridges over the Sterndamm Construction of further electronic signal box technology along the route Renewal of the long -distance railway tracks and re -establishment of the overhead line system New route buildings [ Edit | Edit the source text ] Extension Airport Berlin-Sch\u00f6nefeld-Berlin Brandenburg Airport [ Edit | Edit the source text ]  For Berlin Brandenburg (BER) Airport in Sch\u00f6nefeld southeast of Berlin, the S-Bahn route from the then endpoint Berlin-Sch\u00f6nefeld was extended to the new terminal via a large bow. A train station with six tracks was built directly under the BER terminal. Four tracks are intended for the long -distance railway as a thoroughfare. With the access from the west, two tracks are planned for the S-Bahn. At the beginning of July 2008, the first 185 -meter -long section of the train station in the shell was completed to such an extent that the terminal building could be built on it. On July 24, 2009, the airport company handed over the shell of the airport station and the first part of the tunnel to the DB. [62] The new route includes the train stations Wa\u00dfmannsdorf and Airport BER-Terminal 1-2 And has a length of around 7.8 kilometers. [62] [63] [sixty four] The construction costs are specified at 636 million euros. This also includes the costs for the distant rail connection to be created at the same time. [62] Planning line S21 (second north-south train-first construction phase) [ Edit | Edit the source text ]  Planned course of the S21 (red) as the second north-south-son The second north-south track with the planning name S21 Should connect the northern ring railway via the main train station, the Potsdamer Platz station and the Wannseebahn with the southern Ringbahn. Already as part of the competition took place from 1907 to 1910 Gro\u00df-Berlin A route was proposed by Albert Sprickerhof with a course that is almost identical to today’s plans. [21] Since then there have been a number of planning variants on such a route. A similar line was planned in the plans to the \u201cWorld Capital Germania\u201d in the 1930s. [65]  Transfer for the S21 at the Perleberger Bridge, 2019 The route is to be built in several sections. In 2005, the planning approval decision for the northern part of the route was issued from the ring railway to the main train station. [66] In October 2009, a financing contract between the Senate and the Deutsche Bahn was concluded for the 1st section. The costs are given at 226.5 million euros. [sixty seven] On November 27, 2009, the preparatory construction work at the main train station for this construction phase began. For the underground excavation pit, slot walls are inserted into the earth on Invalidenstrasse and covered with a reinforced concrete lid. [68] [69] [70] This expansion stage provides for the construction of a west curve to the Westhafen S-Bahn station and an east curve to the Wedding S-Bahn station on the Nordring. The threading of these routes was already prepared for the construction of the North-South Fernsbahn by 2006. From there, the route should run in a southern direction (in Tunnellage) to the main train station east of the north-south-long-distance railway. After several construction delays, the opening of the route to a temporary platform in the northern part of the main train station in December 2022 [71] [outdated] expected. [72] The implementation of a medium -sized station on the Perleberger bridge is possible as an option for a later date. Planning line S21 (second north-south train-second construction phase) [ Edit | Edit the source text ] The construction of the second section was originally supposed to begin in 2017, but was already delayed in the planning phase. As of 2019, the section is located in the design and approval planning, where a planning approval procedure will then be followed. [outdated] [seventy three] The new S-Bahn route will lead from the main train station past the Reichstag to Potsdamer Platz in Tunnellage. At the level of the Brandenburg Gate, it will moor into the existing tunnels of the North-South S-Bahn and use it to Potsdamer Platz. The first north-south S-Bahn was laid out in 1939 with regard to a second route. According to 2009, the costs for the new S-Bahn new line (construction phases 1 and 2) are expected to be around 317 million euros. [68] There are still no appointments for the other construction phases to the southern ring railway. So far you are only in the Berlin land use plan [74] Are defined. Reflections on other extensions [ Edit | Edit the source text ] Since German reunification, there have been considerations to rebuild the routes that have not been used since 1961 or 1980 and to supplement the network with some new lines. Many of these plans have changed several times since then. According to a decision by the Berlin House of Representatives, the goal is to essentially restore the S-Bahn network to the scope of 1961. This was recorded in an agreement between the railway, the Federal Ministry of Transport and the Senate on November 4, 1993. [75] The network was said to have been restored by 2002. On this basis, the plans were included in the 1995 land use plan. In 1995, the plan for a target network was published in a study on the traffic development of the then Senate Department for Transport. Only the connections Jungfernheide – Stresow, Spandau – Staaken and Zehlendorf – D\u00fcppel, which existed until 1980, did not flow into these plans. This expression of will can only be understood symbolically today, since some construction projects already go beyond the target at that time. The tense budget situation, changed traffic flows and the alternative development by regional trains led to the shift or deletion of already planned projects. After a new Senate coalition emerged from the election for the Berlin House of Representatives in 2011, the Senate supported in its coalition agreement [76] Now literally “basically […] the restoration of all S-Bahn routes that passed on August 12, 1961”. In addition to other tram lines, the S-Bahn line from Spandau trained to the west to Falkensee and the new S-Bahn station Tempelhofer Feld should also be “taken into account” as well as an S-Bahn station Kamenzer Damm. A corridor examination of the State of Brandenburg presented on November 28, 2016 showed that the extensions to Nauen and Rangsdorf had the greatest chances of realizing realization at that time. In June 2018, the state government then publicly announced the construction of the S-Bahn extensions to Rangsdorf in the course of the construction work of the Dresden Bahn. [77] The reopening of the Siemensbahn to Gartenfeld is also planned for 2029, which is to be extended to Spandau above or under the Havel. The extension of the Prignitz Express to Gesundbrunnen is preferred to an S-Bahn extension to Velten. [78] [79] The district of Pankow already announced its support for considerations of the establishment of the new S-Bahn line from Berlin-Gr\u00fcnau to Berlin-Gr\u00fcnau. [80] [81] Tabel: The plans in detail  The following describes on this basis how these plans have changed over time and how the possibilities of realization are presenting today. For many routes, only one route free is planned today. The following documents are used as the basis: FNP (Yes = contained in the FNP (Berlin), no = not included in the FNP (Berlin), tr = route freedom in the Brandenburg State Road Transport Plan) “Land use plan of the city of Berlin” – as of 2004 including the changes until 2009 [74] “State National Transport Plan Brandenburg 2008\u20132012” [82] Target network (VB = urgent need, WB = further needs, tr = route free, – = not included) “Transport planning for Berlin – Materials for the Traffic Urban Development Plan.” (Senate Department for Transport and Business Berlin 1995) “Berlin on the move” (Senate Department for Building, Living and Transport Berlin 1997) “Treishern Berlin-Building for the S-Bahn” (S-Bahn Berlin GmbH & DB Project Verkehrsbau GmbH Berlin 2001) [83] These documents are updated by current newspaper reports, press releases of the Senate and the surrounding municipalities and cities as well as the work of various citizens’ initiatives. FNP Target network DB Route Routed routes in World War II  Cherusker curve (planning line S21): Julius-Leber-Br\u00fccke-S\u00fcdkreuz (about 0.8 km) [84] [85] and Tr no The so-called “Cheruskerkurve” was part of the south-ring spitz return until July 3, 1944. In 2000, the FNP was expanded to include this direct connection of the Wannseebahn with the ring railway as the 4th phase of the “S21”. There are no exact dates yet. [65] Routes passed by August 13, 1961 (decommissioned due to wall construction)  Blankenfelde – Dahlewitz – Rangsdorf (about 4.8 km) [84] tr Tr and This route was still shown in the brochure “Turntable Berlin-for the S-Bahn” published by S-Bahn Berlin in 2001. [83] In the meantime it has become a reconstruction. The municipality of Rangsdorf is trying to re-connect the S-Bahn. The mayor of the community has spoken out for this, as well as a citizens’ initiative. [eighty six] This route is advocated in the Brandenburg State Native Transport Plan 2008-2012. [82] The federal government would provide financial resources if proof of the need for this route. So far, the state of Brandenburg has not carried out a planning approval procedure. Spandau – Nauener Stra\u00dfe – Hackbuschstra\u00dfe – Albrechtshof – Seegefeld – Falkensee ( – – Falkensee Parkstadt – Finkkrug) (about 7.8 km\/10.7 km) [84] and tr VB and The benefits of the extension of the S-Bahn from Spandau to Falkensee or Finkenkrug was justified in an profitability investigation by the federal government as well as the states of Berlin and Brandenburg. In March 2008, a cost-benefit factor of 1: 1.31 was certified by the project. [eighty seven] [88] With the construction of this route, the populated western part of Spandau would be connected to the express rail network. The execution is controversial. The former Berlin Senate of the SPD and Left Party was for the construction, the Greens and the CDU of the Hovelland district, however, spoke out. The city of Falkensee and the municipalities behind Finkenkrug fear a thinning of the reorganization and RB connection. If the budget situation of the city of Berlin improves, this route – at least in Berlin – can be considered to be most realizable. [89] An investigation has shown that there is a benefit-cost ratio of 2.64 for the route to Hackbuschstrasse. The construction costs for this section were determined in 2009 with 37 million euros. [90] For an extension, the federal government only rejects funding within Berlin. An alternatively examined extension on the route of the East Havelland railway to the Falkenseer Chaussee showed a benefit-cost factor well above 1, but was rejected by the Spandau district office. [91] In the longer term, an extension beyond Falkensee to Nauen is planned, according to the Senate Department for the Environment, Transport and Climate Protection. Cemetery railway: Wannsee – Dreilinden – Stahnsdorf (about 4.2 km) [84] and tr Tr no The reconstruction of the route is relatively complicated today due to the laying of the Bundesautobahn 115. The route of the cemetery railway is still dedicated to Berlin and Brandenburg. In particular, the Evangelical Church was interested in the reopening of this route. She referred to old contracts by train and tried to sue the construction. [92] In the meantime, the lawsuit was rejected and the real estate company of Deutsche Bahn wrote down the land for sale in 2014 and has the dilapidated bridge torn down over the Teltow Canal. Routes passed by September 17, 1980 (shutdown according to Streik 1980)  Siemensbahn: Jungfernheide – Wernerwerk – Siemensstadt – Gartenfeld ( – Haselhorst – Daumstra\u00dfe – Hakenfelde) (about 4.0 km\/8.0 km) [84] and Tr and A reactivation of the Siemensbahn, which, however, only with a structurally very complex extension over the Havel Wasserstadt Spandau (possibly up to Hakenfelde) would be sensible again, it has become more likely because Siemens wants to invest on his premises and new residential areas are planned. An examination for continuation to hook fields, within the framework of the Planning line S21 has resulted in high construction costs. [93] [ninety four] A bridge over the Havel and a tunnel to Spandau are examined. The development of the Siemensstadt itself has been covered by the U7 underground line since 1980. While in 2001 Deutsche Bahn had still shown this route to Gartenfeld as planning, [83] In 2007 she applied for the work of this route from the Federal Railway Authority. [95] The Senate is currently still sticking to the connection to the garden field in the FNP. [96] In the course of the expansion of the Siemensstadt by Siemens, which became known at the end of 2018, the plans for reconstruction are to be adapted, which previously called 2035. [97] The railway states that it will be more than the five years that the original establishment lasted even if the resolution was recreated. [98] The reconstruction of the route to Gartenfeld busy until 1980 is now to begin in mid -2026, so that this section could go back to operation in autumn 2029. [99] Stammed track: Zehlendorf-Zehlendorf S\u00fcd-D\u00fcppel-Kleinmachnow (-Kleinmachnow Schleusenweg-Dreilinden Europarc) (about 2.2 km\/5.3 km) [84] and tr – no After the Second World War, after initially steam operation, the short section from Zehlendorf to D\u00fcppel was prepared for the electric S-Bahn in 1948 and was used until 1980. A cost-benefit analysis for a regional railway operation of the continuous main railway line from 2008 did not allow the traffic volume necessary for reconstruction to be expected. [100] Since 2008 there have been discussions to restore the main train between Zehlendorf and Griebnitzsee as a S-Bahn route. [101] On June 10, 2009, the Steglitz-Zehlendorf district, the municipality of Kleinmachnow, presented the Europarc Dreilinden and the Deutsche Bahn International GmbH A preliminary study on a possible S-Bahn operation on the eastern part of the route between Zehlendorf and the Europarc Dreilinden to the public. [102] [103] This is not yet an official planning. Trips that passed by September 20, 1983 (island operation after Wall construction)  Hennigsdorf – Hennigsdorf Marwitzer Stra\u00dfe – Hennigsdorf Nord – Hohensch\u00f6pping – Velten (about 5.9 km) [84] tr WB and The city of Velten is trying to re-connect the S-Bahn network and commissioned a feasibility study in 2008. [104] After the wall building, an island line drove from Hennigsdorf to Velten until 1983. A cost-use investigation has now been approved by Deutsche Bahn. Until 2001, this route was still official planning of the railway. [83] Reflections on new stretches  Planning line S21 Part 1: Potsdamer Platz – Gleisdreieck – Yorckstra\u00dfe (about 2.1 km) and Part 2: Gleisdreieck – Yorckstra\u00dfe (Gro\u00dfg\u00f6rschenstra\u00dfe) (about 0.9 km)  and WB no This new line is the third planning stage of the “S21”. It is said to be threading south of Potsdamer Platz station. Construction performance has existed here since the 1930s. [105] It then runs parallel to the long-distance rail tunnel with a stop at the Gleisdreieck underground station and is said to lead to the “Yorckstra\u00dfe (Gro\u00dfg\u00f6rstra\u00dfe)” train station and an eastern station “Yorckstra\u00dfe”. Dates are not yet known for this part of the “S21”. [65] At the Debis Parkhaus south of the Landwehr Canal, the leadership of the S21 has been taken into account on the upper floor. [106] Berlin outer ring (local transport): Part 1: Karower Kreuz – Sellheim Bridge (about 1.0 km) and Part 2: Sellheimbr\u00fccke – Parkstadt – Wartenberg (about 3.0 km) [84]  and Part 3: Springpfuhl – Biesdorfer Kreuz – Biesdorf S\u00fcd – Biesenhorst – Wuhlheide – FEZ – Spindlersfeld – Glienicker Stra\u00dfe – Gr\u00fcnauer Kreuz (about 13.3 km)  and (1) WB (2) VB (3) Tr (1) and (2) and This is a planning that was developed in the GDR in the early 1960s. In the 1980s it was picked up and expanded again. Now there were also connection curves from the Berlin Foreign Ring (bar) to the Stettiner Bahn in the north (Karower Kreuz) and to the G\u00f6rlitzer Bahn in the south (Gr\u00fcnauer Kreuz). Also a connection to the Silesian railway at Wuhlheide train station. [107] Until the end of the GDR, the German Reichsbahn has already provided some construction services, such as: B. the preparation of the S-Bahn route between Adlershof and K\u00f6llnische suburb, a three-track S-Bahn route from Altglienicke to the bridge counter on the north side of the eagle frame and the route on the Sellheim Bridge section to Wartenberg. [107] [108] As part of these plans, the construction of a business was also planned. [109] These plans were taken over in the FNP, but not pursued for a long time. The Wartenberg – Sellheim Bridge section was officially planned until 2001. [83] In spring 2009 the Berlin House of Representatives decided, [110] that the planning of the local transport states is to be prepared. After that, however, a regional train is planned on the outer ring. A new tower station for the regional train and the S-Bahn (S2) is to be built on the Karower Kreu. However, this depends on the further expansion of the Szczecin railway in this section, which is intended in 2015 at the earliest. [111] Abandoned plans (only planning that existed after 1945)  Ost-West-S-Bahn: Anhalter Bahnhof-Kochstra\u00dfe-Moritzplatz-G\u00f6rlitzer Bahnhof-Lohm\u00fchlenstra\u00dfe-Kiefholzstra\u00dfe-Pl\u00e4nterwald (about 6.1 km) [112] no no no This route is a planning that began in the 1930s in connection with Germania planning and was only finally put on hold in the revision of the Senate of 1985. When building the underground station “Anhalter Bahnhof”, transfer structures have already been provided. At Moritzplatz there is a transfer station, which was created for a subway route in the 1920s, under the underground station. As part of these plans, it should be used for the S-Bahn. There are no further construction services. At times, a direct connection was also planned from Kochstrasse to Potsdamer Platz. Ring Class: Teltow Stadt – Teltow Isarstra\u00dfe – Stahnsdorf Lindenstra\u00dfe – Stahnsdorf (about 6.5 km)  no no no The first considerations for such a S-Bahn connection were already made at the end of the 1930s as part of Germania planning. [84] The initial earthworks were also carried out in the Second World War. In 1991 this route was still official Senate planning. [113] In contrast, however, the route is no longer included in later plan works, such as the FNP of the municipality of Stahnsdorf. The route is not included in the regional planning Havelland-Fl\u00e4ming, the joint state planning Berlin-Brandenburg and the LNVP Brandenburg. The state government is also opposed to the route, as fears that the follow -up costs would be at the expense of peripheral parts of the country. To make matters worse, the crossing of newly created residential areas would be added. The ring closure includes the further construction via Dreilinden to Wannsee, as it is sought by local politicians. [114] Heidwerkbahn: Karow – Sch\u00f6nerlinde – Sch\u00f6nwalde – Basdorf – Wandlitz – Wandlitzsee (about 18.1 km) [115] no no no In 1976, this S-Bahn route was planned in the GDR at that time. This planning was discussed by the Berlin magistrate with no overriding position. However, it was taken up and persecuted until 1980. The S-Bahn would have replaced an existing on-site connection. The only implemented construction measure was the connection of the so-called “Heidekrautbahn” to the Karow S-Bahn station. Officially, the plan was not given up until the end of the GDR, and the plans were only rejected after reunification. Further plans [ Edit | Edit the source text ] In addition to the considerations on route extensions, there are expansion programs for routes and train stations. In the future, the single -track routes to Hennigsdorf, Teltow City and Potsdam will be expanded in sections. The Dresden railway, on which the S-Bahn does not have its own tracks, is to be expanded as a feeder for the new Berlin Brandenburg Airport and the S-Bahn will receive its own tracks. [83] In addition, several stations are designed to be barrier -free every year by elevators and ramps. The construction of further access is also provided for some train stations in the existing network. In addition, further train stations are to be created in the existing network. Tabel: Railway station supplements online  The following documents are used as the basis: FNP (Yes = contained in FNP, no = not included in FNP, empty = train station in Brandenburg) “Land use plan of the city of Berlin” – as of 2015 including the changes until 2016 [74] Target network (VB = urgent need, WB = further needs, LB = long -term need) “Transport planning for Berlin – Materials for the Traffic Urban Development Plan.” (Senate Department for Transport and Business Berlin 1995) “Berlin on the move” (Senate Department for Building, Living and Transport Berlin 1997) FNP Target network Railroad station Route Location (neighboring existing train stations) remark  LB ARKENBERGE Berlin outer ring Blankenburg und M\u00fchlenbeck-M\u00f6nchm\u00fchle Building performance available – planning was given up and LB Biesdorfer Kreuz Ostbahn Friedrichsfelde East and Biesdorf Transition to local transport and LB Blockdammweg Silesian train Rummelsburg and Karlshorst company station  and LB Bohnsdorfer Chaussee Outer ring Gr\u00fcnbergallee and Berlin-Sch\u00f6nefeld Airport  and VB Drilling signalde [116] The creams bahn Eichborndamm and Tegel  and VB Book South Stettiner train Karow and book  and LB Bucher Strasse [117] Berlin outer ring Blankenburg und M\u00fchlenbeck-M\u00f6nchm\u00fchle Building services available [109] and WB B\u00fcrknersfelde Berlin outer ring Gehrenseestrasse and Springpfuhl Connection to planned U11 and LB Charlottenburger Chaussee Spandau on -site railway Pichelsberg and Stresow  and LB Dudenstrasse Dresdener Bahn Yorckstrasse and S\u00fcdkreuz   LB Glassows dust Dresdener Bahn Mahlow and Blankenfelde (Kr. Teltow-Fl\u00e4ming)  and LB Gr\u00fcnauer Kreuz G\u00f6rlitzer Bahn Adlershof and Gr\u00fcnau Transition to local transport and WB Kamenzer Damm [76] Dresdener Bahn Attilastra\u00dfe and Marienfelde  and WB Carower cross [111] Stettiner train Blankenburg and Karow Additional regional train station and transition to local transport, the associated possible extension of the S75 via Malchow in conversation [118] and LB Kiefholzstrasse Ringbahn Treptower Park and Sonnenallee  and LB Math Ringbahn Hermannstrasse and Tempelhof Planning as a “Tempelhofer Feld” in a slightly offset location – exposed to the referendum  LB Mahlow Nord Dresdener Bahn Lichtenrade and Mahlow  and LB New shore Ringbahn Beusselstra\u00dfe and Jungfernheide  and LB Oderstra\u00dfe Ringbahn Hermannstrasse and Tempelhof  and VB Sch\u00f6nerlinder Strasse [117] Berlin outer ring Blankenburg und M\u00fchlenbeck-M\u00f6nchm\u00fchle  and LB Schorfheidestra\u00dfe Nordbahn Wilhelmsruh and Wittenau  and WB Wuhletalstrasse Wriezener Bahn Mehrower Allee and Ahrensfelde  In addition, the expansion program i2030 has existed for the states of Berlin and Brandenburg since 2017, which provides for the following further extensions for the S-Bahn Berlin:  Corridor New\/expanded routes for S-Bahn New S-Bahn stations Consequently change Nord-West [119] Prignitz-Express \/ Velten  Sch\u00f6nholz – Tegel (two -track + regio) Hennigsdorf – Velten (mixed operation) Borsigwalde (Eichborndamm – Brick) Hennigsdorf Nord, Velten S-Bahn: 10-minute clock to Tegel; Extension to Velten Regional traffic: 30-minute clock with stop in Tegel West [120] Berlin-Spandau-Nauen  Spandau – Nauener Stra\u00dfe – Falkenseer Chaussee\/Finkenkrug Nauener Stra\u00dfe, Seegefelder Stra\u00dfe, Falkenseer Chaussee Klosterbuschweg, Albrechtshof, Seegefeld, Falkensee, Finkenkrug S-Bahn: Extension to Falkenseer Chaussee\/Finkenkrug Regional traffic: acceleration between Spandau and Falkensee through less traffic stops South-east [121] Berlin – Cottbus \/ K\u00f6nigs Wusterhausen train station  Zeuthen- K\u00f6nigs Wusterhausen (two-track; complete separation of S- and Fernbahn) no  More capacity and reliability Milk [122] Berlin \u2013 Dresden \/ Rangsdorf  Blankenfelde \u2013 Rangsdorf Dahlewitz, Dahlewitz-Rolls-Royce, Rangsdorf S-Bahn: Extension to Rangsdorf Regional traffic: In the event of a traffic stop in Dahlewitz; Potential stop at the Buckower Chaussee S\u00fcd-West [123] Potsdam regular train  Zehlendorf \u2013 Kleinmachnow \u2013 Griebnitzsee Teltow Stadt \u2013 Stahnsdorf Zehlendorf S\u00fcd, D\u00fcppel-Kleinmachnow, Europarc-Dreilinden Teltow Iserstrasse, Stahnsdorf Sputendorfer Strasse S-Bahn: Zehlendorf-Potsdam over Kleinmachnow; Extension to Stahnsdorf Regional transport: New connection Berlin Hbf (deep) – Zehlendorf – Potsdam Siemensbahn [124] Jungfernheide – garden field and on Wernerwerk, Siemensstadt, Gartenfeld, more hold S-Bahn: New line to Gartenfeld Further measures [125] Wartenberg – Karower Kreuz ( – Hohen Neuendorf) New storage areas, soft, signals Malchow Nord, Sellheimbr\u00fccke, Karower Kreuz (Turmbf), Bucher Strasse Kamenzer Damm (Attilastra\u00dfe – Marienfelde), Charlottenburger Chaussee (Pichelsberg – Stresow) Third platform edge: Halensee, Messe Nord\/ICC, Jungfernheide, Westhafen Extension from Wartenberg to Hohen Neuendorf, 10-minute clock to Oranienburg, Bernau, Strausberg, K\u00f6nigs Wusterhausen Operating headquarters and transport management [ Edit | Edit the source text ] With commissioning electronic signal box technology (ESTW) on the network of the Berlin S-Bahn from 1993, the associated operating places in the building complex of the Halensee switching station in Halenseestrasse were set up. From 1999 the operating center of the S-Bahn Berlin was created, in which the management of the S-Bahn and the four dispatchers of the train lines East, West, Ring and North\/South were also concentrated in a location. As a result – among other things. Driven by the elimination of decentralized signal boxes and platform supervisors-other employees were added to support internal company and passenger communication. [126] This integrated operating center-with the tasks of infrastructure operation (EIU) and tasks of the transport company (EVU)-was divided back into preparation for the planned sub-network tenders and discriminatory infrastructure access; Since November 1, 2011, the EVU tasks (traffic, vehicle and personnel disposition as well as passenger information) perceive the transport management of S-Bahn Berlin GmbH on the Sch\u00f6newide plant. As a result, the employees of the operating center moved to DB Netz AG on January 1, 2016. [126] In 2018 the Integrated control center in operation, which includes the traffic and vehicle disposition, the control center stations (4-S headquarters), the operating and traffic supervisors, personnel disposition and DB security. [127] Today (as of 2019) the S-Bahn Berlin operating center consists of the network coordinator, the emergency control center, the four area dispatchers and 20 ESTW operating places, which are divided into three tax districts (Stadtbahn, Nords\u00fcdbahn, Ringbahn). In order to control the entire network of the Berlin S-Bahn by electronic signal box technology by 2025, the 14 ESTW sub-centers already existing are expanded accordingly, and the number of operating places in the operating center then increases to 28. [126] The former name of this operating center was a “central parking plant”. This operating center is the only operating center in Germany that is solely responsible for the operation of an S-Bahn. Train influence system [ Edit | Edit the source text ]  Route of the driving lock: left barrier – free -range on the right In addition to the shape signals common at this time, the external signaling was carried out with the introduction of electrical operation through SV signals specially developed for the S-Bahn. The HL signals and KS signals widespread on the railroad were later used. The last form and SV signals finally went out of operation around the turn of the millennium. The routes are also provided with mechanical driving barriers. These consist of a locally resistant route stop and a driving block facility on the vehicles. This system is currently being switched to the specially developed train influence system S-Bahn Berlin (ZBS). A pilot project took place from 2000 between the Treptower Park \/ K\u00f6llnische Heide and Hermannstrasse train stations. The first route equipment went into operation in autumn 2011 on the Berlin Nordbahn between Sch\u00f6nholz and Frohnau. The equipment of the entire network should be completed by 2025. [126] Passenger information system [ Edit | Edit the source text ]  In 2007, the previous Fallblatt-Zuielanzeiger were initially replaced by modern dynamic tensile target indicators at the Ringbahn train stations, as they existed in the Berlin subway in a similar function. In contrast to the subway, the scoreboard of which is made up of LED matrices, the S-Bahn is the LCD-Anzeiger usual at Deutsche Bahn with white script on a blue background. In contrast to the old displays, the time until the next train (or the next trains) and the stop position of the train are shown (for example, whether a short train lasts). The train stations of the light rail and the north-south route were also gradually equipped with the new displays. Since there were sometimes longer transition phases between deactivation of the old indicator (for example after the newcomers are deducted) and installation of the new ones, the passenger information was transferred temporarily in some places. [128] On less frequented train stations, Deutsche Bahn initially replaced the Fallblatt Ziezielanzeiger with simple sheet metal signs with directions. As a result of the criticism of the passenger information in massive train failures in summer 2009, more stations with dynamic displays should be equipped than originally planned. The retrofitting of the passenger information systems was completed at the end of 2013. 135 stations [129] were equipped with a total of 590 LCD signers, 33 less frequented stations with dynamic font ancessors. Furthermore, the equipment of all train stations was carried out with a fully automatic “Voice Over IP” sound as part of the operating and information system (to) of the S-Bahn Berlin. The investment costs were 40 million euros. [130] The German announcements are spoken by Ingo Ruff, Andrew Frost’s English speaking. Terminating procedures [ Edit | Edit the source text ] The sound sequence deep – high – deep, which announces the door lock, is a real classic. It has been part of the Berlin S-Bahn vehicles since 1986. The signal echoes every day via platforms. “For regular S-Bahn drivers, these may even be the most frequently heard tones of their lives,” said the co-initiator of the warning system, Gerhard Iben, in an earlier article. Since the electrical S-Bahn operation was taken, the trains have been filled with engine operators and train attendants. All train stations had an supervision that gave the departure order at the train station. It was not until the mid-1960s that the S-Bahn began to switch to one-man operation. The driving assignment was given by the supervision by FM radio to the railcar guide. Only a few stations built in the 1980s like Wartenberg did not have their own supervision, but were monitored by neighboring stations by camera and the trains were handled from there. After several years of attempts, the S-Bahn has had the new terminating process since April 2004 Production by the driver (Zat) in your network. Instead of the traditional way of receiving the departure order from the supervision of the train station, the engine operators themselves check whether passengers still get on and off, warn with the call “direction …- please stay behind and close the doors. Without technical support, the drivers must get out of the driver’s cab and look along the train at the supernatural train stations. Since the driver has to run on curved platform edges until the end of the train can be viewed, the transmission of platform images was developed into the guide room and tested until March 2014. Then the introduction of the Vzat-fm (Advanced production by the driver using the driver’s room monitor) in the trains and on the affected train stations. [131] The introduction of this procedure was initially delayed, in February 2013 the Federal Railway Authority granted the type approval. A total of 80 of the 166 S-stations should be equipped with it. [129] In the other stations, the access is made without technical support (ZAT-OU; Advance production by the driver without technical support ). Furthermore, so -called tribal views are to be used at 20 stations, which should serve as a relapse level if the guide room monitors fails. A mobile supervision is also assigned per trial supervision, which takes over the classic handling at the S-Bahn station, if the stem supervision is not present. [132] During the introductory phase, the drivers recognized the relevant train stations on SUBSTANCE -Shild at the respective platform end. After ZAT – with a few exceptions – has been introduced nationwide, it has been a regular termination process since April 3, 2017. The ZAT signs have been omitted and the remaining platforms with clearance by the supervision by two newly introduced signs ( \u00f6a : local supervision; AuB : Support support by an employee on the platform). Currently (as of February 2017) ZAT-FM is in use at 79 train stations, ZAT with mirror support on 67 and ZAT without aids at 19 train stations, at a further 12 handling of the local supervision (train stations with several platforms have been counted several times ). [131] Sign for self -made Production by the driver ZAT with mirror support With the beginning of the Great electrification In the 1920s, the development of vehicles that were particularly suitable for S-Bahn operation was necessary. The experiences from the Berlin-Potsdam Voreportbahnhof-Lichterfelde Ost, which had been operated since 1903, flowed into the new developments. A total of ten series have been developed for the S-Bahn to date (2010). Technical parameters [ Edit | Edit the source text ] All series share the interpretation for the European standard area 1435mm, the use of a separate power rail arranged on the side and a wagon box width of 3000mm – relevant for the transport capacity. The profile of the vehicles is limited by the light space profile in the north-south tunnel, which was built with a clear height of 3.80m above the rail top edge and a clear width of up to 3.80m. [133] In 2018, a boundary profile was specified for the procurement of new vehicles, which corresponds to the GI2 and G1 profile of the international European railways in the lower area, but follows the maximum dimensions of the 480\/481 series, which means that the roof from 3250 mm rejuvenated. After that, the maximum vehicle height is 3600mm above the rail top edge, the maximum vehicle width 3290mm. [4] The vehicles initially had a uniform floor height of 1100mm, so that with a platform height of 1030mm, an infinitely variable access was made possible. With the third regulation to change the railway construction and operating regulations, the provisions on platform heights were grown more closely in May 1991, and a standardization is aimed at three possible heights. The initial exemption for Berlin was dropped in 1994, so that newer platforms have a height of 960mm and the cars of the 481 series and the following have a floor height of 1000mm. [134] Historically, the platform length remains at least 152m. [135] Until the introduction of the DB series 483\/484 in early 2021, the passenger dreams were not air-conditioned. [136] Train formation [ Edit | Edit the source text ] The test trains and the series developed from it (And \/ EB 169 – Bernau) had a layout of a car that was no longer pursued in later vehicles. The smallest company unit consisted of two longer railcars and three short sidecars, which together formed a half -train. With the following series (And\/EB 168 – Oranienburg) this was maintained with all vehicles from 1925 until today Quarter train principle introduced. A Quarter train (short: Quarter ) is the smallest usable vehicle unit at the Berlin S-Bahn and consists of two cars. The name goes back to the train strength, the half -train (two quarters), the three -quarter train (three quarters) and the enforcement (four quarters) emerges from the quarter train (two quarters). In the line service, trains can only be formed from the same series vehicles. With the 481, 484 and 485 series, the smallest possible train formation is Half -train . Only the 480 and 483 series can be used as a quarter train, since each car has a driver’s cab with these series. Longer train formation than the enforcement (eight cars) is not possible due to the platform length, but was occasionally considered. [137] Former series [ Edit | Edit the source text ] In the years before the Second World War, six series were developed and used. The first of these series were retired in the 1960s. After various conversions, many of the vehicles of the other series were still in use until after the turn of the millennium. It was not until the end of the 1950s that a new series was developed again, which did not go beyond test vehicles. Baureihe \/ EB 169 [ Edit | Edit the source text ] The series based on the previously delivered test trains was initially used on the northern routes from Berlin to Bernau and Oranienburg (electrical company Berlin – Bernau from August 8, 1924). The trains delivered in 1925 showed a special car arrangement: they consisted of two long railcars on the semi -accessible and three short two -axle sidecar in the middle. This concept was already considered to be undercut when manufacturing. 17 units of this type were produced. According to conversions and technical adjustment to the ET 165 series, these trains were deployed until 1962. Because of the height and length of the railcars, the units of this series could not be used in the north-south tunnel. The converted railcars were used as a partial dispenser for the construction of subway trains. Baureihe and \/ EB 168 [ Edit | Edit the source text ] The type in 1925 was made for the new electrified northern routes in the direction of Oranienburg and Velten in the following year, where the later designation Bauart Oranienburg derived. With her it was for the first time Quarter train principle introduced. A total of 14 wagon factories in the German Reich delivered the 50 quarter trains consisting of drive and control cars. Among other things, this was done under the aspect of finding out suitable companies for the later large series (ET\/ES\/EB 165). The taxes were converted into sidecars in the 1930s. The series was retired in the early 1960s and used as a partial dispenser for the type Eiii underground vehicles built in the RAW Sch\u00f6nweide, the old car boxes were scrapped. Only three cars have been preserved to this day. Baureihe and \/ ES \/ EB 165 [ Edit | Edit the source text ]  With the so -called “large electrification” in the second half of the 1920s, the need for vehicles rose sharply. They were later than Bauart Stadtbahn Described series of types of 1927, 1929 and 1930 (referred to as ET\/ES\/EB 165.0-6 since 1942). Between 1927 and 1930, six well-known wagon construction companies in the German Reich delivered these trains in several structures, the first two types as shooting and control cars, later as a drive and sidecar. With a total of 638 quarter trains, it was the largest series in Germany in a short time in Germany. In the years 1932\/1933, 51 of the Wannseebahn to be electrified were developed for the newly developed and technically further developed quarter-trains of the types 1932 and 1933 (Wannsee construction) put into service, which were referred to as ET\/EB 165.8 from 1942. Trains of the ET\/ES\/EB 165 series were regularly deployed after diverse repairs and modernizations until 1997. 188 quarter trains were converted into a series 276.1 from 1979 to 1989, their use ended in 2000. Baureihe and \/ EB 125 [ Edit | Edit the source text ] The units of the series at a top speed for 120km\/h, which are called Bankruptcy are known in 1935 (type of 1934, four trial districts), 1936 (type 1935a, ten quarter-trains) and 1938 (type 1937i, four quarter trains), each consisting of shoot and sidecar. The trains received more powerful driving engines, they were used as a kind of express S-Bahn on the neighboring tracks of the Potsdamer Bahnhof-Zehlendorf (-Wannsee) route, since 1938 at a top speed of 120km\/h. These special missions ended shortly before the end of the war, they were not resumed afterwards. As a result, the German Reichsbahn converted all quarter trains around 1950 to 80km\/h and integrated it into the ET\/EB 166 series. Baureihe \/ EB 166 [ Edit | Edit the source text ] The Olympic Games took place in Berlin in the summer of 1936. In the same year, the industry delivered 34 quarter trains made of shoot and sidecar to the Reichsbahn for the first section of the Nords\u00fcd S-Bahn, which was opened at the same time. This small series of the type in 1935 was quickly Type Olympia known. On the outside, these and the at the same time delivered cars of the 1935a car in 1935a largely corresponded to the design of the type in 1934. Since 1941, the name ET\/EB 166 has been. The series, which was strongly decimated by war and post-war events 277mod used for many years. The last trains were retired in 2003. Baureihe \/ EB 167 [ Edit | Edit the source text ]  After extending the route network, further vehicles were needed in the second half of the 1930s. 283 quarter trains of this series, which were delivered from 1938, were planned (divided into three structures of the 1937 II, 1939 and 1941). Deliveries dragged on through war effects until 1944. After the war, the S-Bahn was able to take over some almost identical railcars of the Peenem\u00fcnde Werkbahn. After adapting to the Berlin standards, these cars were also placed in the ET 167 series. The cars of the ET167 series, from 1970 277, were converted and modernized in the following years. The modernization was significantly more profound with new bogies and the alignment of the donor vehicles of the original series ET 125 and 166 as well as the Peenem\u00fcnder Triebwagen than in the ET 165. The inclusion of the former Peenem\u00fcnder Triebwagen also created seven quarter trains with a control car. Trips to this series were on duty until 2003. They were together with which the ET 125 and 166 series later Round heads designated. [138] Bauriere it 170 [ Edit | Edit the source text ]  The train of this series was an experimental train that was presented to the public in 1959. He had various innovations, such as the throughout walk-in half-train, a construction that was only recorded with the 481 series at the Berlin S-Bahn. A half -train was the smallest unit for this series. Two semi -trains were built. Since they were affected with many technical inadequacies and processing defects and with the construction of the Berlin Wall the immediate need for new trains, the first half-train was parked in the mid-1960s, during the second after the main inspection with new painting in the red\/yellow S-Bahn -Colors until the end of the 1960s were used occasionally. Both half -trains were scrapped until 1974. Due to its blue\/white paintwork, this series was popularly Blue miracle designated. Current series [ Edit | Edit the source text ] Series 485\/885 [ Edit | Edit the source text ]  In the 1970s, the German Reichsbahn was forced to replace the heavily outdated stock of vehicles with new construction vehicles. The manufacturer Lew Hennigsdorf then developed a new type of railcar. The prototypes were presented to the public at the Leipzig spring mass in 1980 and then tested. The series maturity required numerous changes, which was why the series cars were delivered only in 1987 and 1990\u20131992. The German Reichsbahn received a total of 170 quarter of trains, which received the series of the series 270. With this series, a quarter train consists of a railcar with a driver’s cab with a straight and a sidecar with an unaster order number. When introducing the common number plan, the railcars were classified in the 485 series, which places sidecar into the 885 with usually identical order number. In 1993, a half-train of this series was converted into a Duo-S-Bahn by installing diesel engines. On May 29, 1994, an experimental operation was recorded on the S19 (Train Group J – Jutta) between Oranienburg and Hennigsdorf. Since this company was not economical, it was stopped again after a year on May 28, 1995. [139] In 2003 the S-Bahn Berlin started with the 485 series. However, saying goodbye to the trains of the 485 series was not final. In March 2011, the first of 20 processed trains was put back into service. [140] Since the trains of the series are not equipped with the ZBS, their area of \u200b\u200bapplication has been limited to the ring railway and its feeders since 2016. Since the commissioning of the 483\/484 series in January 2021, the use of the BR 485\/885 has dropped. Currently (December 2022) you can only be found on the S85 line. There they will be replaced by the 481\/482 and 483\/484 series in mid -April. Series 480 [ Edit | Edit the source text ]  After the BVG took over the operation of the S-Bahn in West Berlin in January 1984, the procurement of new vehicles was also urgently needed. After four quarter trains were delivered and tried out in 1986, another 41 double drives (quarter trains) were delivered from this type to the BVG from 1990. A second delivery took place from 1992 to 1994 with 40 double railcars for the Deutsche Reichsbahn or Deutsche Bahn. A special feature of this series is that there is a driver’s cab at both ends of the quarter train. These vehicles have been used on the S3 since December 2022 after they were found on the ring railway lines S41 and S42 in previous years. Series 481\/482 [ Edit | Edit the source text ]  This series is the first to order S-Bahn Berlin GmbH founded in 1995. A total of 500 double railcars (quarter trains) were delivered by her from 1996 to 2004. A railcar with a driver’s cab (481) and a railcar with a ranking (482) are connected by a transition. In 2003, three prototypes were attempted, in which four cars of a half -train can be walked through. These trains have a railcar with a driver’s cab at each end and two railcars in between without a driver’s cab. Series 483\/484 [ Edit | Edit the source text ]  Due to the allocation of the company for the ‘Ring’ sub-network to S-Bahn Berlin GmbH, it completed a framework contract for the delivery of up to 1380 cars with the manufacturer’s consortium Stadler Pankow and Siemens at the end of 2015. At the same time, a first binding order of 106 trains, consisting of 85 four and 21 two-part units, took place. The two -part trains (quarter trains) are referred to as 483 series, the four -part trains (half -trains) as a series 484. The delivery of the first pre -series vehicles was planned for the end of 2020. [141] Since January 2021, the pre -series vehicles have been tested in regular passenger operation on the lines S45 and S47. [142] Since the end of June 2022, further vehicles have been on the S46 line. Since October 2022 they have been running on the S8 and since December 2022 on the ring railway lines S41 and S42. [143] [144] Special vehicles [ Edit | Edit the source text ] In addition to various work vehicles that are under the Series 478\/878 are put together, the trains provided for special traffic are as Series 488\/888 designated. This includes the panorama S-Bahn and the historic vehicles. Work and duty vehicles [ Edit | Edit the source text ] Panorama-S-Bahn [ Edit | Edit the source text ]  This vehicle is a single piece. The train consists of two railcars and an interweaving sidecar. It was created by conversion from modernized cars of ET\/EB 167, the later series 477\/877. While the car boxes are largely new buildings, many technical components of the RekoWages have been adopted. This train is not used in the normal line service. The S-Bahn offered city tours with him until 2009, and it could be rented privately. The train is equipped with a modern multimedia system, so that the announcements can be pursued multilingually via headphones. Since the windows reach the roof in the roof for a better field of vision, it is referred to as a panoramic railway (previously as a panorama-S-Bahn). [145] Historical vehicles [ Edit | Edit the source text ]  Museum train series 165 Condition of the 1920s The S-Bahn has three historical trains for special trips, which are parked in the Erkner railcar hall and from the Historical S-Bahn e. V. are supervised and maintained: Museum train The series And\/es 165 (Stadtbahn) in the delivery state of 1928. [146] This quarter train consists of a railcar and a control car. It was manufactured in 1928 and was planned from 1929 to 1984, most recently as 275 659\/660. He has been available as a historical vehicle since May 31, 1987 and bears the car numbers (ET\/ES) 2303\/5447. It is largely restored in its original condition – with upholstery seats from the former second car class – and offers space for 112 passengers. Since he was home to the TWH Bernau for the time being, he is also called “Bernau district”. Later was transferred to the TWH Erkner and from there was also used with the traditional quarter trains in train association. Traditional train The series And \/ es \/ EB 165 in the state of the 1950s\/1960s. [147] This train was completed in 1990, initially from three quarter trains of the design Tram the year 1928\/1929 existed (3662\/6121, ET\/EB 165 471, ES\/ES 165 231). They have an external state of the 1930s and the 1950s, while their interior designers reflect the 1950s and 1960s. The train was native to the BW Friedrichsfelde, and it served once a month for public traditions. In 1997 he was with a quarter train of the type Wannseebahn from 1933 (ET) and 1932 (EB) in the state of the 1970s, and after leaving the type Tram There were another two quarter trains modernized by the BVG, which belonged to the historic car park until the deadline or still belonged to today; The quarter train 475\/875 605 was processed in its last state in 2005. A quarter train of the series each And \/ EB 167 in the state of the 1930s and the 1960s. These vehicles were built in 1938 and 1939. They were not converted into the 277mod series and used in normal line service until 1991. Since February 2, 2002, they have been owned by the historical vehicles of the Historical S-Bahn e. V. and carry the numbers 3839\/6401 and ET\/EB 167 072. [148] In addition, further quarter trains or single cars almost all series – except 166 and 170 – have been preserved. These are also part of the club’s exercise hat and are kept in TWH Erkner – mostly to be exhibited. With the Traditional train were carried out monthly in the 1990s, then together with the other vehicles until 2009 only on special occasions (e.g. anniversaries and new openings of S-Bahn routes), as Christmas, New Year’s and Easter trains and for some public as well rented special trips used. After derailing a historical train on June 14, 2008 in the north-south tunnel, the Stadtbahn districts were initially parked for eliminating the causes, which failed after the crisis outbreak, and a few years later, the 167 train was stopped after the deadline. Since then, trips on the route network have no longer been possible. The association is currently working on the restart of the 167 quarter trains, in the long term it is also intended to deal with the Stadtbahn quarter-trains due to the availability of the necessary means and capacities. Special vehicle inserts [ Edit | Edit the source text ]   In the summer of 2002, during renovation work to connect the new S-Bahnsteig in the main train station [149] The S-Bahn for about 14 days of regional trains with X-cars on the binocharms between Friedrichstrasse and zoological garden. Rental vehicles from D\u00fcsseldorf and Nuremberg were used, which commute between Berlin Ostbahnhof and Berlin-Spandau (in addition to partly up to Nauen). The main train station and the north-south tunnel were opened for the World Cup in summer 2006. During this time, an AC string in the Health fountain relation-main train station (low)-Potsdamer Platz-S\u00fcdkreuz on the north-south-longing railway. Since this line corresponded approximately to the planned line S21, it was called this number. Rental vehicles from the 423 series from the S-Bahn Munich, Stuttgart and Frankfurt am Main were used. [150] Also during the operating restrictions of the S-Bahn in summer 2009, 423 trains drove on the S\u00fcdkreuz-Gesundbrunnen distant railway line, sometimes on to Hennigsdorf. [151] A wide variety of rental sets were used on the light rail. In addition to the 423-the-folds mentioned above, double-decker trucks of the DBPZA design drove with high entries from the Schleswig-Holstein area and DBPZA with low entrances and DBUZA. Trains with N, X and Y cars were also used. The route between Gesundbrunnen and Hennigsdorf was served with S-Bahn trains consisting of X car from the North Rhine-Westphalia area. A special feature was the train that made of the genus BXF car 796 Existing – car of the “Nacht Express Plus”. [152] There was also a train made from Bimz car of the DB Regio Nordost. Coloring [ Edit | Edit the source text ] The vehicles of the Berlin S-Bahn have a striking coloring for Berlin. They are painted in the so -called “traditional colors”, bordeaux red in the lower and ocher in the upper car part. After a few experiments with other colors, all trains are provided with these colors today. This color scheme was introduced on June 11, 1928 with the use of the first series vehicles of the ET\/ES\/EB 165 series on the S-Bahn. [153] First, the third class was painted below the windows in wine red, later in purple (RAL 3004) and above in Gr\u00fcnbraun or Stadtbahngelb (RAL 8000), the second class in the window area in StadtbahnBlaugr\u00fcn (RAL 6004). [148] The cars of the first post -war series ET 170 were in the colors in 1959 Blue White delivered. These colors found little approval from the Berlin population. In preparation for the anniversary 750 years Berlin 1987, new colors were introduced for all East Berlin transport. All local public transport vehicles should preserve a very light, almost white gray as a uniform basic color, as a contrast, the car cod side and the doors should receive a mode of transport. While this principle was used for subway trolleys and buses, the results of trial paintings on tram and S-Bahn cars were unsatisfactory due to the car box forms and the door arrangements. Horse color cutting edges were therefore again intended for the vehicles of both means of transport. For the S-Bahn, the colors were Wine red\/ivory Fixed the prototype car in the 270 prototype car in a slightly modified form. An additional ivory strip over the long carriers was new. As a result, the old buildings in these colors were repainted. The new construction vehicles of the DR (270\/870 series, today: 485\/885) were partly in this color scheme in the 1980s, partly in the colors KarminRot \/ Anthrazit delivered, [154] What the nicknames of the vehicles Glucose brought in. After a few attempts in 2002, these trains have been re -lacquered since 2007 to the traditional color scheme. [155] With the takeover of the S-Bahn by the BVG in West Berlin, there were considerations for a new color. So a prototype of the 480 series was in Crystal blue delivered. This color could not prevail in the population. [156] Attempts with a new coloring there were again with the introduction of the 481\/482 series. At first there was a completely new color scheme in Blue\/anthracite in testing. A painting in the Berlin and Brandenburg state colors red and white was also in discussion. [156] Finally, the trains of this series were delivered in a classic color scheme with almost completely ocher -yellow side walls based on the classic color scheme, red were only parts of the front and the wagon edges. This color variant was finally replaced by a coat of paint with a lower part in red and an upper part in ocher. With the procurement of the 483\/484 series from 2018, the color scheme was revised. The colors now used are NCS S 2010-Y10R (mustard yellow) and NCS S 1580-R (red), the insertion doors are withdrawn for better recognizability deep black (RAL 9005) and the drive parts are basalt gray (RAL 7012). The color cutting edge is now deeper, the black dividing line under the windows and the red decorative strip over the windows fall away. This color scheme is also used when modernizing the 481\/482 series. Series designation [ Edit | Edit the source text ] In 1992, the Deutsche Bundesbahn and the Reichsbahn agreed on a common license scheme. Then the first digit is 4 For electrical shoots and the number 8 For tax, accumulation and middle cars for electric railcars. By separating the drive and control cars into their own stem numbers, the regulatory numbers also changed again. For the S-Bahn Berlin, the trunk number blocks are 48x and 88x has been reserved. The currently used cars are classified in the 480, 481\/482, 483\/484 and 485\/885 series. [157] Different colors from the classic Berlin S-Bahn paint \u00bbHauptstadtanstrich\u00ab weinrot\/elfenbein (ab 1986) BR 485 in the 1980s and 1990s in Karminrot\/Dunkelgrau (“Coladose”) BR 480 with a color test in kristallblau from 1987 BR 481 in ur\u00adspr\u00fcng\u00adli\u00adcher La\u00adckie\u00adrung Ockergelb\/Rot from 1994 The S-Bahn Berlin currently has a main workshop and three business works. In these, all main inspections and repairs are carried out at the vehicle park. A railcar hall will be entertained for small repairs in Oranienburg and Erkner. Main workshop Berlin-Sch\u00f6neweide [ Edit | Edit the source text ]  With the Great electrification In the 1920s there was a need to build an exposure work for the locomotives. Construction of the Reichsbahn repair work Berlin-Sch\u00f6neweide (RAW SW) started in August 1926. The official opening was on October 15, 1927. The first car of the type Tram were delivered at the end of December 1927 and received their electrical equipment here from January 1928. In the first stage of expansion, the work was designed for a vehicle stock of 1040 cars. In the years 1930\/1931, two more halls were added, with which the capacity for the planned 1600 cars was reached. Another expansion took place in 1937. After 1945, trains of all the S-Bahn series were serviced in Sch\u00f6nweide. The modernization and conversion of all series began in 1954. Since the BVG (East) did not have its own workshops for maintaining and repairing the subway trains and the trams, this work also had to be carried out here. In the years from 1962 to 1990, S-Bahn trains of the series 169 U-railway car of the Eiii series. Also the vehicles of the Oberwei\u00dfbacher mountain railway and the Buckower Kleinbahn were native here. Due to these external orders, only 40 percent of the capacity of the work for the S-Bahn were provided. Since September 1991, the BVG’s S-Bahn trains have been serviced in Sch\u00f6nweide (she still had the operating rights in the former West Berlin). At the end of 1992 the last tram vehicles received their main inspection. The maintenance of subway vehicles went out in 1993. [158] Since then, the main workshop has been working exclusively for the S-Bahn. A closure of the main workshop planned for 2010 has been suspended by the new management in connection with the 2009 S-Bahn chaos. [159] At the end of 2009 it was announced that there will be an existing guarantee for the main workshop by 2017. Business plant Berlin-Friedrichsfelde [ Edit | Edit the source text ]  Halls of the Friedrichsfelde operations, 2011 The business (BW FRF) was opened on May 1, 1903. It consists of a 160 meter long railcar hall, a crane hall and an administration building. The entire facility is located between the S-Bahn route tracks between the Berlin-Lichtenberg train station and the Berlin-Friedrichsfelde East station. [161] [162] [163] As part of the switch to electrical operation, it was converted for the S-Bahn and used it by it since May 15, 1928. The railcar hall in Oranienburg was assigned to him as a branch office. It was closed on May 28, 2006, but the BW was reopened on January 11, 2010 due to the lack of capacities in connection with the 2009\/2010 S-Bahn Chaos. [164] Since then, the company has been maintained there again every day. The systems are currently being modernized, the buildings, the track systems and the rail power supply have been renewed. In addition to the previous western connection from Lichtenberg train station, a new eastern connection of the business is being established. [165] At the end of 2015, the construction of a 160 meter long outdoor cleaning system began. The renovation of the crane hall was completed in November 2015, after which the railway hall will be renovated. A total of 25 million euros should be invested. In addition, a new train training and parking system was built south of the workshop tracks. The work is a maintenance location for 184 quarter trains of the lines S3, S5 and S75. [163] The outdoor cleaning system went into operation at the end of 2016. It is located at the eastern end of the BW site north of the pull-out track and comes to around 5000 washing processes per year. A building that was completed was built for the facility. This makes it possible to defrost trains in winter and thus accelerate the subsequent maintenance. The proposed construction costs were 5.5 million euros. [166] According to recent information, 6.5 million euros were invested in the outdoor cleaning system, 7.9 million euros in the renovation of the outdoor tracks and 8.8 million euros in the crane and railcar hall. The new train formation system was built in 2017\/2018 by DB Netz, for which 14 million euros will be invested. [167] Berlin-Gr\u00fcnau operations [ Edit | Edit the source text ] The Royal Railway Directorate Berlin Bought an area southeast of the Gr\u00fcnau train station to build a business here (BW GA). It was opened on April 1, 1910. At its opening it had 150 employees. On May 1, 1910, the first trains were used from this business. In the first few years, the work was responsible for steam locomotives and cars. Separate systems were built for both types of vehicle. In 1916 there was an expansion. From April to December 1927, the operations for electric S-Bahn trains were rebuilt, and these trains have been serviced there since November 6, 1928. With the takeover of the electrical company, the business was responsible for the following trains: Gr\u00fcnau – S\u00fcdring – Stadtbahn – Lichtenberg Gr\u00fcnau – Stadtbahn – Spandau West Gr\u00fcnau – Nordring – Gartenfeld (only HVZ) The connection to Spandau West became a traditional train in the following years, which was retained after 1945 until the wall was built. In the 1980s, this business daily 51 trains for the connections Zeuthen – Ostring – Bernau K\u00f6nigs Wusterhausen – Stadtbahn – Friedrichstra\u00dfe – Stadtbahn – Erkner – Stadtbahn – Friedrichstrasse Berlin-Sch\u00f6nefeld Airport-Stadtbahn-Friedrichstrasse Spindlersfeld \u2013 Ostring \u2013 Blankenburg provided. [168] Here the first four quarter trains of the then new building series 270 (today: 485) were located. In 2020, the construction work for the construction of a 160 -meter -long outside cleaning system began. The old car wash had previously been torn down. Around nine million euros will be invested for this, the completion was planned in the first half of 2021. [169] The system has been in regular operation since June 2022. [170] Further investments will be carried out in the next few years in a underfloor wheel set ripple (three million euros) and in track construction work (two million euros). [171] Business plant Berlin-Wannsee [ Edit | Edit the source text ] With the opening of the electrical company on the Wannseebahn, the Great electrification completed. Another business (S-BW WS) was required for the grown vehicle park. On May 15, 1933, the Wannsee business was opened at the same time as the Wannsee-Bahn in southwestern Berlin as the most modern at the time. After the construction of the Berlin Wall, the Wannsee business was the only one in the field of West Berlin next to the Papestra\u00dfe. (The BW Nordbahnhof was responsible for western routes, but was in East Berlin.) In the years 1980\u20131990 it was the last one in the West Berlin area. In the first years after the S-Bahn took over by the BVG, all trains had to be serviced here. Drive trolley hall Erkner [ Edit | Edit the source text ]  Historical vehicles in the Erkner railcar hall, 2015 The Erkner railcar hall was opened in 1928 (TWH Erk). In administrative terms, it was considered the site of the Berlin-Gr\u00fcnau business. With the introduction of new vehicles of the BR 481, a lower maintenance requirement was expected and this railway hall 2000 was closed. It has been by the association since then Historical S-Bahn e. V. used. The historical trains are located here, on which maintenance work is also carried out. In January 2010, the hall was also reopened for line vehicles due to the lack of capacities in connection with the train failures in 2009\/2010. [172] She has been part of Friedrichsfelde organizationally since December 2011. Since 2009 the historical S-Bahn e. V. and S-Bahn Berlin GmbH jointly in the facility. The infrastructure has been modernized since the reopening (social rooms, workshops, goals, light, wastewater, power supply). Oranienburg railcar hall [ Edit | Edit the source text ] A railway hall is entertained at Oranienburg train station, north of Berlin (TWH OR). It was opened in 1925 in connection with the second north route. It was the location of the Duo-S-Bahn (S19) for about a year. It is currently being used for the commissioning of the new Stadler ski trains 483\/484 that come from the Stadler-Werk Velten. Closed systems [ Edit | Edit the source text ] With the renewal of the vehicle park in the 1990s, reduced maintenance effort was expected. That is why the company works Papestra\u00dfe (today: S\u00fcdkreuz) and Friedrichsfelde as well as the railway hall Erkner were closed. Due to the events in 2009\/2010 and the increased need for maintenance capacities, the Friedrichsfelde plant and the Erkner railcar hall were reopened in early 2010. [172] [173] Reichsbahnausbesserungswerk Berlin-Tempelhof [ Edit | Edit the source text ] Until the Sch\u00f6neweide’s Reichsbahn repair plant was completed, the drive and sidecars of the northern routes were in the Reichsbahnausbesserungswerk Tempelhof Waited and repaired. This has been served as a workshop for the trains of the Lichterfeld suburban train since 1903. From 1927 the work gradually gave its tasks according to Sch\u00f6nweide. [174] Business works [ Edit | Edit the source text ] Szettiner train station operations (ab 1950: Nordbahnhof ; StB, NOB): The railway depot Stettiner Bahnhof has only served the suburban traffic since the construction of the Berlin-Gesundbrunnen railway depot. [175] Since the plants for steam operation were designed, the BW was built in 1926\/27 according to Richard Brademann’s plans. A car hall for six full trains and a workshop complex were created. After the Stettin suburban station was closed in 1936, its platforms were replaced by a storage facility. After the construction of the wall, the operations were in East Berlin, but could be reached via the Nords\u00fcd-S-Bahn, which belongs to the West Berlin network, to operate these routes with East Berlin staff from there. It was used until January 8, 1984 (closing time). The site is now almost completely superior to Deutsche Bahn office buildings. [176]  The following parts of this section have not seem to be up to date since 2016 : The year 2016 is over. Is the Tempelhof train training plant in operation? Please help us to research and insert the missing information. Department of Papestra\u00dfe (Par): In connection with the “large electrification” in the 1920s, a separate business was necessary for the ring railway, which opened on November 1, 1928. The buildings designed by Richard Brademann consisted of a five-track railcar hall, a two-track side hall and an administrative and social building. In connection with the plans to the \u201cWorld Capital Germania\u201d of the \u201cThird Reich\u201d, it should be shut down. New halls on Oderstra\u00dfe in Neuk\u00f6lln were built for a new business. However, due to the elimination of the business western as a result of war damage, the Papestra\u00dfe operations could not be dispensed with. The following relations were mainly served from here: the ring railway and the Siemensbahn (Jungfernheide – Gartenfeld). As a result of the second Berlin S-Bahn strike in 1980, there were considerable route settings in the former West Berlin. The business was shut down by the German Reichsbahn in September 1980. After taking over the S-Bahn by the BVG in West Berlin in 1984 and the reconstruction of routes, it was needed again. In January 1987, the BVG was reactivated as a workshop, which carried out intermediate examinations on the vehicles of the BR 275. The final closure took place on March 31, 1992. [177] On the site is currently the Tempelhof train training facility built. The wagon halls and the administrative and social building were demolished in 2009 and the site was cleared. A first level of construction was put into operation on November 19, 2012, and the completion of the construction work is planned for 2016. [178] Westend farm (WES): In 1929 the Westend operations were opened at the Westend station on the site of a previous steam locomotive BW. In the Second World War it was badly damaged in 1944 and was very limited in operation until 1947. A complete re -establishment was dispensed with, the tasks took over the BW Papestra\u00dfe. Since then, the area has been used as a storage and sweeping system. Railcar halls [ Edit | Edit the source text ] Triebwagenhalle Bernau (Brn): The facility opened in 1924 was built for the assumption and maintenance of the very first delivered electrical trains and was later a site of the operations Berlin-Gr\u00fcnau . It was closed on October 31, 2001 and is still preserved.  Former railcar hall of the S-Bahn in Velten Triebwagenhalle dog flour : This workshop, located in the Grunewald district, has served the steam operation of the light rail since the turn of the 20th century and was used for the electric S-Bahn from 1929 to September 1980. Hundehle was an independent railway depot until the 1950s. The BVG put the hall back into operation as a storage hall as a storage hall from 1984, in the former administrative building, engine operations were trained. It is still preserved. Triebwagenhalle Velten (VLT): From 1927 to 1983, the railcar hall was used for the electric DC-Bahn. Since the setting of the island operation between Velten and Hennigsdorf in 1983, it has no longer been used and it has been used by the Stadler Rail company after it has been used today after it has been used to park various special vehicles. Triebwagenhalle Yorckstrasse (Yor): In 1905 a two -track storage hall was created for the electric trains of the Potsdam train station – Gro\u00df Lichterfelde Ost. With the conversion of the route driving voltage from 550 to 800 volts in 1929 and the retirement of the old railcars, trains of the Stadtbahn design were located here. A year later, the hall became the branch of S-BW Papestra\u00dfe; Now only trains were left but no longer waited. With the completion of the North-South S-Bahn in 1939, there were continuous trains towards Bernau\/Velten. The trains were now waited by the S-BW Stettiner train station, the hall was closed. [179] Since the opening of the S-Bahn in 1924, there have been some accidents, less often due to technical defects, but more often due to human failure. Some accidents had special effects on further operation or led to fatalities. A selection: On December 15, 1945, the Sch\u00f6neweide-Spindlersfeld branch was a collision between a S-Bahn and a local goods train on the single-track branch. There were four deaths and one seriously injured. The cause was the human failure of the responsible dispatcher, who forgot the local freedom from Spindlersfeld if you are missing and allowed an S-Bahn trip to Spindlersfeld. [180] [181] On August 15, 1948, a train coming from Oranienburger Stra\u00dfe took a train coming from Oranienburger Stra\u00dfe on a train that was in the curve of the Spree under experience. 63 people were injured. The reason was named that the railcar staff had missed the necessary care when driving “in sight” by driving into the unimaginable curve at about 20 km\/h. Both should be released without notice, but were acquitted and remained on duty by a court.  In the late afternoon of December 18, 1979, an S-Bahn train rose on a freight train that was straight on the northern Berlin outer ring between M\u00fchlenbeck and the Karower Kreu. The driver was killed in the accident, 20 passengers were injured, five of them seriously. In 1987 there were several derailments from BVG-S-Bahn trains in the north-south-S-Bahn tunnel. After a train in front of and behind the Friedrichstra\u00dfe platform had been derailed with the first bogie, there was a greater incident in March 1987 than a train driving to the north in the narrow left curve of the Spree under experience. The BVG railcar 275 227 slipped around 50 meters along the tunnel wall, whereby the cable and the car itself were significantly damaged. There were no personal injury. On October 20, 1987, another train derailed with the penultimate bogie of the train in the narrow right -hand bend in front of the then train station Unter den Linden (today: Brandenburg Gate train station). The last derailed car (275 319) got out of profile and rammed the platform under the Linden, with a three -meter -long stretch out of the edge and a signal on the wall was torn down. On November 2, 1987, there was a derailment of the last car (275 435). This also got out of profile and rammed the edge of the platform again. In both accidents, considerable damage to property occurred, but no personal injury. The cause of the six derailments was found:While the BVG started to profile its cycling profiles according to the current UIC standard, the track systems of the Deutsche Reichsbahn (DR) in the north-south-S-Bahn tunnel did not correspond to the current requirements, which apparently led to compatibility problems (schiensentrche DR 1:20, Uic 1:40). After the handover of the West Berlin S-Bahn to the BVG, the Dr had completely expanded the protective rails available up to that point (which also serve the derailment protection). The German Reichsbahn had broken down all the curve lubricating apparatus on the track arches, which had increased the tendency to climb the wheel wreaths. The derailments had to occur in connection with the other two points. As a consequence, the DR reinstalled the lubricating apparatus and imposed a speed removal from 50 to 40 km\/h. The BVG provided all quarter trains that the new UIC profile was already wearing, with a yellow line below the company number. These cars were excluded from the trip through the tunnel. On October 21, 2001 at the Ostkreuz and on May 13, 2002 at the Hackescher Markt station, rear -end collisions occurred, which gave rise to the introduction of speed monitoring. At the Ostkreuz, two trains of the 485 series collided on Sunday evening, when the drivers could no longer be stopped in time after braking. The engine guide stated that he had initiated the required reduction in the speed in front of the holding signal, but no evidence could be found that could confirm the claim of the slip. Instead, the court assumed inattentiveness shortly before the shift end, so that the previous signal was ignored. Twelve people were injured and 190,000 euros in property damage occurred. Also at the Hackescher Markt station, experts were unable to find any problems on the braking system of the 481 series, which could explain the excessive speed at the entrance to the occupied track of the platform. 13 people were injured here, in turn mainly by broken windows. In both cases, a fine was made against the engine operators who no longer travel. [182] [183] [184] [185] On August 10, 2004, an S-Bahn car of the 480 series caught fire in the underground Anhalter Bahnhof. The cause was a cabling error in the brake resistance fan. [186] The train station suffered serious damage, had to be blocked and renovated for several months, there were no fatalities. The cost of the renovation was specified with a total of 5.5 million euros. [187] As a result of this accident, it was decided to equip all underground train stations with just one exit with another. However, this explicitly concerns only the stations Oranienburger Stra\u00dfe and Anhalter Bahnhof, the latter received another southern outcome towards Tempodrom. On November 20, 2006, an S-Bahn train of the S25 line in the direction of Hennigsdorf in S\u00fcdkreuz station drove to an occupied track and collided with a workout. Due to the impact, passengers were thrown through the car, which injured 33 of the approximately 100 passengers, two of them. [188] [189] [190] The workload, a track measure, had previously driven on the route and covered the rails with a water film. This film meant that the following S-Bahn train of the 481 series slipped out of the area when braking in the station area in the station area and rising onto the work. As a consequence of this accident, it was arranged that the vehicles of the Berlin S-Bahn had to go into the train stations more slowly. As a later sequence of the accident, the permissible maximum speed of all trains of the 481 series was reduced to 80 km\/h in February 2008. Only after the conversion of the sliding protection should higher speeds be driven again. [191] On May 1, 2009, an S-Bahn train of the 481 series in Kaulsdorf derived due to a broken wheel. According to S-Bahners, the main inspection of the derailed train was postponed by two years. [192] This accident led to the later chaos in 2009, since the test intervals were shortened and therefore only 165 out of 552 were available at times. Ultimately, all axles had to be replaced because they were generally not considered to be according to the requirements. [193] On August 21, 2012, when a switch over the northern exit of the Tegel train station, a S-Bahn S-Bahn line traveling towards Hennigsdorf derailed the S25. Five passengers were injured in the accident, the driver suffered a shock and also had to be looked after medically. [194] The employee newspaper has been from the S-Bahn Berlin since 1999 Paula 7 published. It appears monthly. The S-Bahn Berlin and DB Regio Berlin\/Brandenburg give the customer newspaper every two weeks point 3 out of here. It appears in a minimum edition of 150,000 copies and is available for free taking S-Bahn stations and service points. This newspaper is also provided on the Internet as a PDF. [195] The leaflet becomes weekly S-Bahn building information published in DIN-A5 format. It informs the passenger about the current construction work on the Internet and the resulting timetable changes. It is also available at the train stations and can be called up on the Internet. [196] In the online shop of the S-Bahn, the S-Bahn offers various fan articles in addition to timetables. This includes in particular books, CDs, stationery and vehicle models. Die Time-Dokumentation Our sandman: S-Bahn On May 23, 1975, Holmar Attila M\u00fcck was broadcast on GDR television. In 1982 the West Berlin director Alfred Behrens created the film portrait Berliner Stadtbahnbilder About the West Berlin S-Bahn landscape, which is characterized by the boycott. Berlin S-Bahn Museum (ed.): Official pocket timetable of the Berlin S-Bahn 1961 . Berlin 2013, ISBN 978-3-89218-113-2 (first edition: 1961, reprint).  Peter Bley: Berliner S-Bahn . Alba Publication, D\u00fcsseldorf 2003, ISBN 3-87094-363-7.  Alfred Gottwaldt: The Berlin U- and S-Bahn network- a story in route plans . Argon Publis, Berlin 1994, ISBN 3-87024-284-1.  Historical S-Bahn e. V. (ed.): Trains of the Berlin S-Bahn. The elegant round heads . Pubeli Gve, Berlin 2003, ISBN 3-89218-073-3.  Wolfgang Kiebert: The Berlin S-Bahn 1924 until today . transpress, Berlin 2004, ISBN 3-613-71242-3.  Bernd Kuhlmann: Railway node Berlin . Publishing Gve, Berlin 2006, ISBN 3-89218-099-7.  G\u00fcnter Kunert, Albrecht Rau, Nelly Rau-H\u00e4ring (Photos): “The traveler has the word”-the Berlin S-Bahn . Fr\u00f6lich & Kaufmann, Berlin 1981, ISBN 3-88725-030-3.  Jepngen Meyer-Crossholders, Wolfgings Krarar: Berlin’s S-Bahn stations. A three quarters of century . Be.bra, Berlin 1998, ISBN 3-930863-25-1.  Peter-Michael Mihailescu: Stadtbahn Berlin – Adventure world on rails & bikes . Edition Roco, 1987.  Larissa Sabottka: The iron bridges of the Berlin S-Bahn-inventory documentation and inventory analysis . Gebr. Mann Verlag, Berlin, 2003.  Claus shreddel: Off to the countryside. Excursions with the Berlin S-Bahn . Via trip, Berlin 2003, ISBN 3-935029-07-1.  Robert Schwandl: Berlin S-Bahn album . Robert Schwandl, Berlin 2003, ISBN 3-936573-02-6.  Bernhard Strowitzki: S-Bahn Berlin. History (s) for on the go . Publishing Gve, Berlin 2002, ISBN 3-89218-073-3.  \u2191 a b c  At a glance – numbers and facts. S-Bahn Berlin, December 31, 2020, accessed on March 21, 2021 .   \u2191  Hans Gli\u00dfmeyer (head of the author collective): TranSpress Lexikon city traffic. TranSpress VEB Verlag f\u00fcr Verkehrsungs, Berlin, 1984, p. 374.  \u2191  Turntable railway. (PDF; 927 KB) (no longer available online) formerly in Original ; accessed on June 18, 2011 . @first @2 Template: dead link\/www.deutschebahn.com ( Page no longer available, search in  Webarchiven )   \u2191 a b  Technical network access conditions (2020), draft. Deutsche Bahn, August 20, 2018 ; accessed in January 1st 1 .  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( deutschebahn.de [PDF; 2.8  MB ; accessed on December 16, 2009]).   \u2191  Ostkreuz train station is extensively renovated and expanded. (No longer available online.) In: IHK-BERLIN.DE. Chamber of Industry and Commerce in Berlin, October 2012, archived from Original am 1.\u00a0November 2012 ; accessed on October 10, 2012 .   \u2191  Until 2016, the greatest renovation in the 160-year history of the Ostkreuz station. In: The company db. Accessed on December 19, 2009 .   \u2191  Construction project Berlin Ostkreuz Bahnhof. (No longer available online.) In: BauInfoPortal. Deutsche Bahn AG, formerly in Original ; Retrieved on April 1, 2017 . @first @2 Template: Toter link\/bauprojekte.deutschebahn.com ( Page no longer available, search in  Webarchiven )   \u2191  Construction work ended on the Ostkreuz. In: The Tagesspiegel. December 8, 2018, Retrieved on May 25, 2020 .   \u2191  Ostkreuz: Bahnhofshalle for S-Bahn opened on the ring. (No longer available online.) 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Please check original and archive link according to the instructions and then remove this note. @first @2 Template: Webachiv\/Iabot\/Mil.brandenburg.de   \u2191  Sauna on rails . In: Tagesspiegel.de , 14. August 2015  \u2191  Udo Dittfurth, Michael Braun: The electric Wannseebahn . Publising Gve, Berlin 2004, ISBN 3-89218-085-7, S.  59\u201360 .   \u2191  Carl W. Schmiedeke, Maik M\u00fcller, Mathias Hiller, Oliver Wilking: Trains of the Berlin S-Bahn-the elegant round heads . Ed.: Verlag GVE. Berlin 2003, ISBN 3-89218-477-1.   \u2191  Mike Stronchewski: The Duo-S-Bahn. ( Memento from December 3, 2013 in Internet Archive )  \u2191  GDR trains are reactivated. S-Bahn is happy about the old trains. Retrieved on March 7th, 2011 .   \u2191  New S-Bahn trains from Berlin for Berlin. S-Bahn Berlin GmbH, January 27, 2016, accessed on January 28, 2016 .   \u2191  More and more new S-Bahn for Berlin. In: point3. 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November 2006  \u2191  Railway accident investigation of the federal government (ed.): Investigation report: collision Berlin-S\u00fcdkreuz Bahnhof November 20, 2006 . Bonn September 19, 2008 ( eba.bund.de [PDF; accessed on February 14, 2016]).   \u2191  Klaus Kojuweit: Berlin’s expressway becomes Schleichbahn . In: The Tagesspiegel . February 4, 2008 ( online [accessed on October 6, 2012]).   \u2191  Klaus Kojuweit: S-Bahn checks consequences after accident . In: The Tagesspiegel . 4. May 2009 ( Tagesspiegel.de ).   \u2191  Klaus Kojuweit, Lars Von T\u00f6rne: S-Bahn completely hires East-West traffic. Trains from Monday only up to Zoo and Ostbahnhof. Railway borrowed regional trains for inner city traffic . In: Potsdam’s latest news . July 17, 2009 ( pnn.de [accessed on October 10, 2012]).   \u2191  S-Bahn in Berlin derailed-defective softness obviously cause . In: Hamburger Abendblatt. 21. August 2012.  \u2191  Point 3. In: S-Bahn-Eberlin.de. S-Bahn Berlin GmbH, accessed on December 1st, 2009 .   \u2191  Bauinfo. In: S-Bahn-Eberlin.de. S-Bahn Berlin GmbH, accessed on December 1st, 2009 .   Local transport company in Berlin      (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4"},{"@context":"http:\/\/schema.org\/","@type":"BreadcrumbList","itemListElement":[{"@type":"ListItem","position":1,"item":{"@id":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/#breadcrumbitem","name":"Enzyklop\u00e4die"}},{"@type":"ListItem","position":2,"item":{"@id":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/s-bahn-berlin-wikipedia\/#breadcrumbitem","name":"S-Bahn Berlin-Wikipedia"}}]}]