柏林城市鐵路（德語：Berliner Stadtbahn）是一條橫貫德國首都柏林市區的一條幹線鐵路，線路大致呈東西走向，東起柏林東站，西至柏林 - 夏洛滕堡車站，連接柏林的腓特烈斯海恩和夏洛滕堡。這一鐵路線路共設 11 站，其中包括柏林火車總站。在有些定義中，「柏林城市鐵路」的定義更廣，包含連接柏林東十字車站和柏林西十字車站的鐵路，儘管這一定義並不準確。這條鐵路線始建於 19 世紀 80 年代。現為全高架四線鐵路，與城市道路的交口全部為立交道。同時供柏林城市快鐵、區域列車、區域快車、城際列車、歐城列車、城際快車使用。



與柏林城市快鐵的關係

柏林城市快鐵（德語原名：S-Bahn Berlin）常被誤譯為「柏林城市鐵路」。「柏林城市快鐵」德文原名中的「S-Bahn」為「Stadt-Schnellbahn」的縮寫，中文為「城市快鐵」，含義為「穿梭於城市內部與市郊間的旅客列車，能夠將乘客以較快的速度送達目的地」；「Berlin」為「柏林」。也就是說，將「S-Bahn Berlin」誤譯為「柏林城市鐵路」丟失了部分原意，並會和柏林城市鐵路（德語原名：Berliner Stadtbahn）混淆。

柏林城市鐵路（德語原名：Berliner Stadtbahn）的名稱含義是「貫穿柏林市區的鐵路線路」。

「柏林城市快鐵」行經「柏林城市鐵路」全線，「柏林城市鐵路」也不僅被「柏林城市快鐵」使用，區域列車、區域快車、城際列車、歐城列車、城際快車均使用「柏林城市鐵路」。



結構和軌道

柏林城市鐵路擁有一座總長 8 千米的鐵路高架橋，其擁有 731 個拱。另有 2 千米的線路建於 64 座橋上，這 64 座橋上跨多條街道並三跨施普雷河，其餘部分位於路堤上。

柏林城市鐵路為電氣化四線鐵路。其中北側兩線僅供柏林城市快鐵使用，電氣化制式為「750 伏 第三軌供電」，柏林城市快鐵行徑柏林城市鐵路全線並停靠全部 11 座車站。南側兩線共主線鐵路列車使用（包括區域列車、區域快車、城際列車、歐城列車、城際快車），電氣化制式為「交流 15 千伏 16.7 赫茲 架空電纜供電」，主線鐵路僅停靠其中的 6 座車站。



現車站和里程

「柏林城市鐵路」的里程自東向西計算，現車站和里程見下表：



歷史

規劃

1871 年時的柏林擁有 8 條幹線鐵路，其在柏林的主要火車站為多座建於外圍城區、郊區且不能直接互通的盡頭式車站。這對須在柏林換乘的鐵路旅客十分不友好，旅客往往無法在同一火車站內換乘火車，而是需要通過倒車在相距甚遠的不同火車站間換乘火車。因而規劃了穿越柏林市區連通不同盡頭式鐵路樞紐站的鐵路線。

In 1872, the _Deutsche Eisenbahnbaugesellschaft_ (German Railway Construction Company - DEG) filed the planning application for a railway line through the city, connecting the then-Schlesischer Bahnhof (today Berlin Ostbahnhof) to Charlottenburg, and continuing to Potsdam. In December 1873, the state of Prussia as well as the private rail enterprises Berlin-Potsdamer Eisenbahn, Magdeburg-Halberstädter Eisenbahn and Berlin-Hamburger Bahn bought shares in the DEG, and jointly founded the _Berliner Stadteisenbahngesellschaft_ (Berlin City Railway Company). However, things did not go as expected and the DEG went into bankruptcy in 1878, which forced the Prussian state government to take over operations, pay for the construction of the line with state money and to reimburse the former private owners of the DEG. The state's interest in the line was attributed to the military, which after the 1870-1871 Franco-Prussian War was of the opinion that the railway networks would hinder mobilisation when not properly interconnected.

On 15 July 1878 the _Königliche Direktion der Berliner Stadteisenbahn_ (Royal Directorate of Berlin City Railways), under the management of Ernst Dircksen, was commissioned to manage the site. The directorate at first reported to the Prussian Ministry of Transport and later became a subsidiary of the Ministry of Public Operations.

那時將這條鐵路規劃為複線鐵路，客貨混跑。值得注意的是，當時倫敦和紐約類似的鐵路線為貨車讓客車。還有，這條鐵路新線不僅要連接柏林不同的盡頭式鐵路樞紐站，還要連接柏林環線鐵路並行走市郊列車。

The traffic routing was not only influenced by the location of the already existing stations the line was supposed to connect, but also by land availability in the city centre. One of the original drafts, which called for building the line along Leipziger Straße, had to be scrapped because of overly high land prices. The moat of the 17th century Berlin Fortress was filled up between Hackescher Markt and Jannowitzbrücke stations and, since it was public land, was used for building the railway line. This explains some of the curvy sections on the Stadtbahn, especially between Alexanderplatz and Jannowitzbrücke stations.

 

Its elevated nature sets the Stadtbahn apart from the previous Berliner Verbindungsbahn, built in 1851, which was built at street level and was a hindrance to travel.

建設

柏林城市鐵路於 1875 年開工建設。1882 年 2 月 6 日，即正式開通的前一天，德國皇帝威廉一世乘坐專列視察了柏林城市鐵路全線。 1882 年 2 月 7 日正式開通，並對短途列車開放。1882 年 5 月 15 日開始對長途列車開放。當時每千米造價為 5 百萬德國金馬克（包括購買土地的費用）。這條鐵路後來成為柏林城市快鐵的核心路線。柏林城市鐵路最初使用鋼質枕木，20 世紀初更換為木質枕木。

1888 年 5 月 1 日，柏林城市鐵路向東連通箭頭半島 - 魯梅爾斯堡車站（1933 年至今稱柏林東十字車站）和向西經柏林西十字車站連通柏林 - 西區車站的鐵路線啟用。

初始車站

（按自西向東順序排列）


* 柏林 - 夏洛滕堡車站

* 柏林動物園車站

* 柏林貝爾維尤車站

* 柏林 - 萊爾特城市鐵路車站 （今柏林火車總站）

* 柏林腓特烈大街車站

* 交易所站（今柏林哈克市場車站）

* 柏林亞歷山大廣場車站

* 柏林亞諾維茨橋站

* 柏林 - 西里西亞車站（今柏林東站）

後期增加車站


* 柏林薩維尼廣場車站：1896 年 8 月 1 日啟用，位於柏林 - 夏洛滕堡車站和柏林動物園車站之間。

* 柏林蒂爾加滕車站：1885 年 1 月 5 日啟用，位於柏林動物園車站和柏林貝爾維尤車站之間。

運營初期


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市郊列車

Suburban trains operated on the local tracks, the so-called _city track_. At first, these were either services to the suburbs or connections to the Berlin Ringbahn, running as "half ring trains", using the Stadtbahn and either the northern or the southern Ringbahn. The trains were pulled by locomotives, which ran on coke to minimise the smell. Doors on the train compartments had to be opened by the passengers themselves and stations were not called out on the train.

These trains ran from 4 o'clock in the morning to 1 o'clock at night, typically at intervals between two and five minutes, depending on the time of day. Fares in the early 20th century were 10 pfennig in 3rd class and 15 pfennig in 2nd class.

貨運列車

The freight traffic to the central market at Alexanderplatz was carried by seven special trains per day, of which four ran at night, two during the day and one in the evening. Apart from this, the Stadtbahn carried no freight; normal freight traffic instead used the freight stations Charlottenburg, Moabit, Wedding, Zentralviehhof, Weißensee, Frankfurter Allee, Rixdorf, Tempelhof, Wilmersdorf-Friedenau and Halensee on the ring line.

長途列車

In the first years of the Stadtbahn, many trains previously terminating at the old terminuses Lehrter Bahnhof, Görlitzer Bahnhof or Potsdamer Bahnhof operated via the Stadtbahn to reduce the load on the terminus stations. By the end of the 19th century, however, most of these train runs had to terminate at their old destination stations again due to the increasing local traffic on the Stadtbahn.

The remaining traffic on the Stadtbahn mostly consisted of express trains to Hanover and Cologne via the Lehrter Bahn, Kanonenbahn trains to Dessau, trains to Königsberg and Danzig on the Preußische Ostbahn and trains to Frankfurt/Oder and Breslau. Suburban trains to Spandau and Strausberg also ran on the Stadtbahn's long-distance tracks until 1928.

Trains heading west usually left from the Schlesischer Bahnhof station, those heading east from Charlottenburg. Depots were situated in Rummelsburg (then called _Bw Karlshorst_) and Grunewald.

Station expansions and viaducts

In 1914, the Friedrichstraße station was rebuilt; the long-distance section of the station was expanded to four tracks and the current station hall was built. Between 1922 and 1932, the Stadtbahn viaduct was thoroughly modernised in order to handle the ever-increasing train weight. Also, the train sheds of Alexanderplatz and Schlesischer Bahnhof were replaced. The suburban line's platforms were raised to a height of 96 centimetres.

A second long-distance platform and a new hall were built at Zoo station from 1934 to 1940. The station hall was only glazed in the 1950s, however. The notable terraced vestibule dates from the same time.

電氣化

On 11 June 1928 the suburban line Potsdam-Stadtbahn-Erkner was fully equipped with DC third rail gear. Five trains of the new DRG Class ET 165 – the type appropriately named _Stadtbahn_ – went into service, still sharing the track with steam trains. By November 1928 all lines leading toward the Stadtbahn, namely the lines from Kaulsdorf, Spandau and Grünau as well as the Berlin Ringbahn, were fully electrified. Therefore, suburban services to Spandau could be moved from the long-distance tracks to the local tracks. The last steam trains disappeared in 1929 when the ring became fully operated by electric trains. Half-ring trains operated only as peak time services.
In December 1930 the term _S-Bahn_ and the symbol of a white S on a green circle were introduced for the city, ring and suburban services.


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二戰結束至冷戰時期

在二戰結束之時，柏林城市鐵路因在戰爭中遭到破壞而癱瘓，但不久後即被修復。因約瑟夫・維薩里奧諾維奇・史達林希望乘坐火車參加波茨坦會議，所途徑的柏林城市鐵路軌距隨之改為蘇式的 1524 毫米寬軌。因德國被英、美、法、蘇分區占領（英、美、法占區後成為西德，蘇占區後成為東德），途徑柏林城市鐵路連接德國蘇占區和英、美、法占區間的列車大幅減少。部分來自德國蘇占區的列車以柏林城市鐵路沿線車站為終點。

途徑柏林城市鐵路的長途列車在柏林封鎖期間幾乎完全停運。二戰結束後不久重建的柏林城市快鐵依然使用柏林城市鐵路，這時途徑柏林城市鐵路柏林城市快鐵還可到達柯尼希斯武斯特豪森、施特勞斯貝格、斯塔肯、法爾肯塞。


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1952 年 5 月 18 日，柏林城市鐵路西柏林段除柏林動物園車站外的長途鐵路車站、鐵路樞紐站全部關閉。1953 年，最後一列行走柏林城市鐵路的東德國內列車開出。


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1961 年建成的柏林圍牆使得柏林動物園車站成為西柏林事實上的火車總站，柏林東站成為東柏林事實上的火車總站。The station Friedrichstraße now was the terminal point of the separated West and East Berlin S-Bahn lines and departure point for the Interzonenzug (Inter-zone train) services between West Berlin and West Germany. Friedrichstraße station was separated into Eastern and Western parts with steel walls, and enabled West Berliners to change to S-Bahn trains running on the Nord-Süd-Bahn and the U6 line of the Berlin U-Bahn without passing through GDR border controls. The station also featured a border crossing into East Berlin.
Through trains between Zoo and Ostbahnhof only existed in international traffic, for example the Paris to Warsaw trains. Later, through coaches and shuttle trains connecting to the night trains to Scandinavia crossed the intra-German border on the Stadtbahn as well.


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Due to a quirk in legislation, the West Berlin parts of the Stadtbahn belonged to the Deutsche Reichsbahn, which made it (and therefore the GDR government) one of the largest landowners in West Berlin. Regular quarrels erupted between the DR, the GDR government, the West Berlin Senate and the Allied occupation powers.

Prices for the West Berlin S-Bahn were kept slightly below the fares of the West Berlin BVG. In East Berlin, a flat fee of 0.20 Mark was charged until 1991. West Berlin politics and most of the populace fully boycotted the S-Bahn, which was run by the East German railways, and introduced bus and U-Bahn lines running parallel to the S-Bahn network and the Stadtbahn.

Despite problems, the Deutsche Reichsbahn made improvements to the line and reconstructed at great expense the Westkreuz railway station which had been built on swamp land.


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Meanwhile, the number of S-Bahn lines running in West Berlin was reduced to just three as a consequence of a strike carried out by the Deutsche Reichsbahn's West Berlin-based employees in September 1980.
On 9 January 1984 a treaty between the GDR and the West Berlin Senate came into force and turned over the responsibility for operation of the S-Bahn in West Berlin to the West Berlin transport authority, the Berliner Verkehrsbetriebe. Soon thereafter, talks with the GDR commenced regarding improvements of the Stadtbahn in West Berlin as well as the modernisation of the Zoologischer Garten station. The Lehrter Stadtbahnhof was also carefully restored to its original 1880s look and became a listed building. 在東柏林段，柏林東站於 1987 年柏林建城 750 周年之際部分重建並更名為「柏林火車總站」。


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兩德統一前後

柏林圍牆倒塌及兩德統一後，柏林城市鐵路的重要性急劇上升。1990 年開始有經柏林城市鐵路開往科隆的區際列車。1991 年起，開往卡爾斯魯厄、科隆的城際列車經柏林城市鐵路運行。柏林至漢堡的列車隨之經柏林城市鐵路延線至德勒斯登和布拉格，柏林至慕尼黑的「跨境列車」也隨之改為「城際列車」並途經柏林城市鐵路。

通往柏林動物園車站的西段主線鐵路股道於 1993 年 7 月 4 日完成電氣化，通往今柏林東站的東段主線鐵路股道於 1987 年完成電氣化（柏林城市鐵路柏林城市快鐵股道早已完成電氣化）。柏林城市鐵路主線鐵路股道通往柏林動物園車站的路段電氣化工程完工後，城際快車開始使用柏林動物園車站。


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1994 年現代化改造及以後

1994 年 10 月，柏林城市鐵路現代化工程開工，全線大興土木。高架橋進行了檢測和加固，軌道更換了新混凝土枕木以增加耐久性和舒適性。全線所有車站均進行了投資較大的現代化工程。在此期間，長途列車暫不使用柏林城市鐵路，柏林城市快鐵暫時使用主線鐵路股道。1998 年 3 月 24 日，柏林城市鐵路現代化工程竣工，城際快車、城際列車、區域快車恢復在柏林城市鐵路運行。

位於新柏林火車總站接入柏林城市鐵路工程於 2001 年開工，2002 年 7 月完工，此次工程包含構成柏林火車總站的鐵路高架橋和上跨洪堡港的鐵路高架橋。直到 2006 年夏天，柏林城市鐵路一直是長途火車的主要通道，通常停靠柏林動物園車站和柏林東站。在新柏林火車總站 2006 年 5 月 28 日啟用後，柏林城市鐵路的重要性略有減弱，因為在此之後許多列車改經柏林南北幹線鐵路進出柏林火車總站。僅有的途徑柏林城市鐵路的城際列車，多開往漢諾瓦和科隆，通常停靠柏林火車總站和柏林東站。


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* 現在的柏林火車總站上部軌道層（柏林城市鐵路所在軌道層）

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截至 2023 年 4 月 7 日，停靠柏林火車總站的柏林城市快鐵線路有 3 號線、5 號線、7 號線、9 號線。這 4 條柏林城市快鐵線路全部行走柏林城市鐵路全線，在柏林火車總站均使用上部軌道層（柏林城市鐵路所在軌道層）。



注釋

 



延伸閱讀


* Die Stadtbahn, Signal-Sonderausgabe, Berliner S-Bahn-Museum. Berlin: Verlag GVE. 1996. ISBN 3-89218-046-6 （德語）.

 

 



參考資料

 



外部連結


* Entry in the listed building directory of the Berlin Senate. [2007-01-28]. （原始內容存檔於 2007-09-29） （德語）.