Spandau-West – Hennigsdorfer Kleinbahn

Spandau-West – Hennigsdorfer Kleinbahn
Tram line 120
Bürgerablage station at the Bötzowbahn, 2007
Line course
Route length:	13.2 km
Gauge :	1435 mm ( standard gauge )
Power system :	600 volts  =
Top speed:	40 km / h
Legend Turning loop 13.2 Hennigsdorf station (from 1931) Gymnasium (from 1931) from the railcar hangar 12.3 Locomotive factory (end of line until July 23, 1931) 11.9 Spandauer Allee 11.4 sports ground from Bötzow Nieder Neuendorf forest house Siding AEG / Fa. Holzmann Route interrupted today ( Havel Canal ) 9.9 Nieder Neuendorf (Kr Osthav) 8.6 Papenberge Brandenburg / Berlin border 6.8 Citizen filing Oberhavel power plant 5.9 power plant 5.0 Wichernstrasse Industrial railway hookfelde 4.3 Berlin-Spandau Johannesstift to Berlin-Spandau System change Johannesstift (coupling point until 1942) Johannesstift (turning loop from 1942) to Pichelsdorf, to the Spandau depot 0.0 Spandau-West train station to Nauener Strasse

The Spandau-West – Hennigsdorfer Kleinbahn was a tram-like small train that existed from 1923 to 1945 and was part of the Berlin tram network . The connection served by line 120 led from the Spandau-West train station through Spandau Neustadt via Johannesstift and Nieder Neuendorf to Hennigsdorf . The company's concessionaire was AEG , on whose initiative the railway was also set up. The operations management was incumbent on the Berlin tram and its successors. The line ran on the Bötzowbahn of the Osthavelländische Kreisbahnen (OHKB, from 1943 Osthavelländische Eisenbahn) on a section about five and a half kilometers long .

history

The AEG took a factory for manufacturing in 1911 porcelain insulators in Hennigsdorf in operation. In 1913 the construction of electric locomotives began . The place was connected to Berlin by the Kremmener Bahn since 1893 . The parts of the workforce residing in Spandau had to accept a cumbersome journey with a change at Berlin Gesundbrunnen train station . As early as 1911, the AEG planned to extend the Spandau tram to Hennigsdorf. The company wanted to offer its employees the opportunity to live in Spandau or to send their children to the local secondary schools . In order to give the project an additional boost, the AEG wanted to guarantee a basic utilization of the railway. Due to the First World War , the project was initially dropped.

In 1921, AEG started building steam locomotives in its locomotive factory . In the following year the workforce was 7200 people, some of whom lived in Spandau. In June 1922, the company therefore submitted an application to the regional president in Potsdam , Franz Schleusener , for the commissioning of a small railway from Spandau-West station (in the location of today's Berlin-Spandau station) to Hennigsdorf. The railway was supposed to use the tracks of the Osthavelländische Kreisbahnen in parts.

The route was divided into four sections:

• 4.3 kilometers on the tracks of the Berlin tram from Spandau-West station to Johannesstift station
• 5.5 kilometers on the tracks of the Osthavelländische Kreisbahnen from Johannesstift station to Nieder Neuendorf station
• 1.5 kilometers of the AEG siding to the former Hennigsdorf ammunition factory
• 1.0 km of new track to be built to the entrance of the locomotive factory

In 1922, the Berlin tram granted AEG permission to use its tracks, and the Spandau magistrate approved the project in September 1922. AEG negotiated a contract with OHKB for the joint use of its track systems and the creation of a track connection at Johannesstift station. At the same time she initiated the renovation of the siding. At the end of 1922, the preliminary approval to operate the railway was available. The final approval certificate was available on July 28, 1925. The railway is referred to as the Spandau-West – Hennigsdorfer Kleinbahn . The license holder was the AEG railway department, and the operator was the Berlin tram operating company . The permit was granted until March 31, 1945.

Since the AEG initially only assumed a larger number of passengers during the shift changeover times, the operation was carried out by benzene - instead of electric railcars, which eliminated the costs of maintaining the overhead lines and other facilities. The AEG initially provided two railcars , the Berlin tram four sidecars . The cars were based in the Spandau tram depot . In Hennigsdorf there was a heated car hall with two stands on Rathenaustraße, which was used to maintain and refuel the benzene cars.

On January 1, 1923, the Berlin tram started operating on the basis of the provisional approval. The official acceptance test took place a week later on January 8, 1923. It went smoothly. At the same time, the Wichernstrasse stops (to connect the Hakenfelde forest settlement, which was built in 1914 ) and the power station went into operation. The chosen line number 120 was based on line 20, which ran from Spandau Hauptbahnhof (today: Stresow) to Johannesstift and whose route between Spandau's old town and Johannesstift was identical to that of line 120. The Berlin tram stopped line 20 in September 1923. In the following years, lines 54, 154 and 58 served the branch to Johannesstift.

The line is said to have been operated in two parts in the 1920s. Electric railcars operated between Spandau-West and Johannesstift, while the benzene railcars ran on the section from Johannesstift to Hennigsdorf. From April 25, 1926 to January 16, 1928, the Berlin tram ran the electric shuttle service as line 120E. A line 120E is said to have existed between Spandau, Seegefelder Strasse at the corner of Nauener Strasse and Spandau, Markt as early as 1924 .

The railway turned out to be a success, so the number of trips was gradually increased. On the other hand, on the parallel OHKB route between Spandau-West and Johannesstift, traffic decreased rapidly, so that the circular railways decided to reduce the offer to two train pairs a day.

In 1928 there were plans by the Berlin tram operating company to stop running the line via Schönwalder Strasse to Johannesstift, but rather to run it via Streitstrasse. From the turning loop established in 1928 at the last stop Hakenfelde am Eschenweg, the route on the eastern edge of the forest settlement was to lead along today's Lichtwarkweg to the Bötzowbahn and merge into the OHKB route at the level of the Rustweg. The planned route had been kept free for several years. As a potential impediment to set up a is a dispatcher occupied branching point assumed at the meeting point of the two lines. The company also wanted the railway to be electrified soon. For its part, the OHKB was interested in terminating the joint use agreement, as passengers increasingly migrated to the tram.

On January 1, 1929, the section from Nieder Neuendorf to Hennigsdorf became the property of the newly founded BVG as the successor to the Berlin tram operating company. At the same time, the BVG became the concession holder for the railway. In June, BVG and OHKB signed a contract to electrify the line. The contract was valid until March 31, 1950 and was tacitly extended for two years at a time if one of the two contracting parties did not wish to be terminated. In the contract, the BVG agreed to pay the OHKB a flat-rate fee of 9,000 Reichsmarks plus three Reichspfennig per commercial vehicle kilometer . She also left two sidecars of the former Schmöckwitz – Grünauer Uferbahn (Bw 1543 ^II and 1544 ^II ) to the OHKB . For its part, AEG left its three railcars to OHKB. After the OHKB had approved the erection of the catenary masts in July 1929 , work on electrification began. On November 11, 1929, electrical operations could begin. The overhead line was designed for operation with pantographs and not for the roller pantographs common in Berlin at the time . The sections from the Spandau-West train station to Johannesstift and the tracks to the Spandau depot therefore had to be set up for mixed operation.

On July 23, 1931, the line was extended by 900 meters from the locomotive factory to Hennigsdorf station. The carriage hall had to be demolished beforehand.

During the Second World War , there were initially no major operational restrictions. Air attacks on Spandau and Hennigsdorf resulted in damage to the overhead line. During the reconstruction, the city section should only have been rebuilt for operation with roller pantographs, so that the line in Johannesstift was again divided. From January 25, 1945, line 120 only ran between Johannesstift and Hennigsdorf as scheduled. The complete cessation of operations was probably between April 12 and April 21, 1945. It was not restarted after the end of the war. Between summer 1945 and August 1950 the Osthavelländische Eisenbahnen operated the section to Hennigsdorf. Until 1951 there were also occasional trains from Bötzow with a change of direction in Nieder Neuendorf to Hennigsdorf. The former benzene railcar 8001 is said to have been used here.

Until around 1951/1952, BVG-Ost also used the route for transfer trips to the LEW "Hans Beimler" Hennigsdorf . The transfer trips were carried out by BVG-Ost and LEW. For this purpose, the A277 ^II working motor car hauled the wagons to be transferred through the western part of the city to the Spandau-Johannesstift station. Since the BVG-West's catenary systems were being converted to grinding bars at that time, the railcar was equipped with two roller pantographs and one pantograph. In Johannesstift, the wagons that were not suitable for rail transport were loaded onto a four-axle low side car of the LEW and pulled to Hennigsdorf by means of a battery locomotive. The connecting curve at Johannesstift station was expanded in 1952. LEW then converted the section between Nieder Neuendorf and Spandauer Allee into a three-kilovolt test track and operated it until the 1970s.

business

Although both the Berlin tram and the Osthavelländische Kreisbahnen were licensed as small railways according to the Prussian Small Railways Act of 1892, the railway and its vehicles also had to meet the requirements of the Railway Construction and Operating Regulations (EBO) of 1904 and 1928. The background was that the OHKB in Nauen , Velten and Spandau was connected to the lines of the Deutsche Reichsbahn and a wagon transfer took place between the two railways. This is why sections II. Railway systems and III. EBO vehicles also come into their own.

The drivers of the railcars had to be trained in two systems. From Spandau-West or the depot on Pichelsdorfer Strasse to the sweeping system at Johannesstift and on the new line to Hennigsdorf station, traffic was handled as a tram operation, the vehicle drivers were tram drivers within the meaning of the Small Railroad Act and, from 1938, the tram construction and operating regulations (BOStrab ). On the tracks of the Osthavelländische Kreisbahnen between the Johannesstift station and the Nieder Neuendorf station it was a matter of train journeys in block spacing according to the railway building and operating regulations, the driver was the locomotive driver . The route between Nieder Neuendorf station and the new line was considered a shunting run on a connecting line.

Route description

The trains ran between Spandau-West and the Johannesstift tram stop as a tram on sight . The double-track line was in the middle of the street, the trains ran on Seegefelder Straße , Potsdamer Straße (since 1939: Carl-Schurz-Straße ), Neuendorfer Straße , Hafenplatz, Schönwalder Straße to Fehrbelliner Tor, from there on their own track to the right of the Schönwalder Allee double-tracked to the Stadtpark (today Cautiusstraße ) and single-tracked to Johannesstift, where the connecting track to the OHKB line began. The trams stopped at the Johannesstift terminus to get on and off the tram; the platforms of Johannesstift station were further south across the road to Schönwalde and were not touched. In the connecting track, the drivers reported via a line telephone to the dispatcher of the OHKB in the signal box "Jr", who gave their consent to the onward journey in the direction of Nieder Neuendorf by activating the entry signal  C. The train then first drove to the urban industrial track to Hakenfelde and switched to the main track of the Bötzowbahn via a switch connection without any further signal. In the opposite direction, the train drove towards the three-wing entry signal A to Johannesstift station.

At the Nieder Neuendorf train station, the dispatcher based there was responsible for handling in both directions. The track from the direction of Hennigsdorf into the station was provided with a blocking signal . The train changed here to the former siding of the ammunition factory Hennigsdorf, which ran parallel to the OHKB line to the Nieder Neuendorf Forsthaus stop. Then followed the route of Trappenallee and Spandauer Allee to the final stop on Rathenaustraße in front of the main entrance of the locomotive factory. The railcar hall was about 200 meters behind. The extension to Hennigsdorf station led about 900 meters along Rathenaustraße to the station forecourt, where there was a turning loop .

• Former route of line 120
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  Schönwalder Allee north of Fehrbelliner Tor (Klinkeplatz) towards Johannesstift, on the right the former tram line

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  View from the level crossing at Johannesstift station to Schönwalder Strasse towards Spandau, 2015; The tram's sweeping system was located at the turning loop of today's M45 bus line; the connecting track to the Bötzowbahn ran to the left

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  End of the route at the level of the Hakenfelde forest settlement, 2017

• 

  Former reception building of Nieder Neuendorf train station, 2017

vehicles

The tram cars that were transferred to the OHKB network had to meet the requirements of the Kleinbahngesetz as well as the railway construction and operating regulations and the railway signal regulations. This concerned in particular the adjustment of the wheels according to § 31 EBO with regard to the width and thickness of the wheel tires as well as the height and thickness of the wheel flanges , the equipping of the vehicles with signal supports and the equipping of the railcars with suitable devices for emitting audible signals . The transfer doors common on Berlin trams had to be replaced by folding or sliding doors, and the compressed air brake was replaced by an electric brake. With regard to the wheel width, a compromise had to be found between the 80 millimeter wide wheels of the tram and the 135 millimeter width of the railroad. Too narrow a measure would mean that the wheels when driving on railroad switches into the core components can get. If the measure was too wide, the wheels would have run partially on the pavement . The wagons to be used on the small railroad therefore had 96 millimeter wide wheel tires. However, it turned out that there was still a risk of derailment when the frogs were extended . The corresponding heart pieces were initially filled in so that the wheels ran a short distance on the flange while driving and then climbed back onto the top of the rail. Later they switched to equipping the heart pieces with movable knee splints. In contrast to this, a switch in Johannesstift station was equipped with a movable frog.

The speed between Spandau-West and Johannesstift was 25 kilometers per hour and from Johannesstift 40 kilometers per hour. In the old town of Spandau, the maximum speed was limited to 16 kilometers per hour. The switches mentioned at the beginning could be driven at a maximum of eight kilometers per hour.

During the journey on the OHKB route, the wagons had to carry the train signals prescribed by the railway signaling order , in particular the simplified train tail signal consisting of a white-framed, red disk on the last wagon or a red light as a night signal . In addition, each railcar had to carry two stop disks and four red dimmable kerosene lamps in order to be able to secure a broken train.

The AEG initially provided two benzene railcars ( 6001 and 6002 , from 1925 railcars 8001 and 8002) for operation, a third benzene railcar was delivered in 1925 as 6003 and shortly thereafter renamed 8003. The redesignation took place with consideration of the simultaneous delivery of the type 1924 wagons (series 5701-6200). The Berlin tram provided four sidecars that came from the former Spandau tram ( 1526–1530 , later 1482 ^II –1485 ^II ). In addition to the adaptations required for railway operations, the overland sidecars also differed from the city vehicles of the same series in that they were longer due to the larger platforms. With the conversion to electrical operation, the BVG sold the railcars to the OHKB.

The BVG converted four railcars ( 4317–4320 ) of the former Teltower Kreisbahnen for electrical operation . The cars had scissors - instead of the roller pantographs that were common in Berlin at the time . Railcars 4315 and 4316 were not affected by the conversion contrary to older sources. Railcar 4317 was scrapped around 1951. The remaining three railcars are believed to have been lost during the Second World War.

In 1939, other type B 26 sidecars , now called B 26 S, were converted for use on line 120. Depending on the source, two (Bw 1238 ^II and 1239 ^II ), three (plus Bw 1236 ^II ) or four sidecars (plus Bw 1237 ^II ) are named. The cars were in 1929 for the former flat track of the overhead railway company built. The Spandau sidecars are said to have been used again in city traffic. The former flat railway wagons already had sliding doors, which were easier to use than the folding doors of the Spandau wagons. Sidecar 1236 ^{II was} eliminated during the war, sidecar 1237 ^II came to BVG-Ost after 1949, sidecar 1238 ^II and 1239 ^II to BVG-West. The BVG decommissioned the cars by 1966 at the latest.

In addition to the vehicles for passenger transport, the Berliner Straßenbahn-Betriebs-Gesellschaft converted two former passenger cars as work vehicles for mixed operation. Work car A49 was created around 1924 from railcar 3877, which was delivered to Neue Berliner Straßenbahnen Nordost AG in 1908 as railcar 28 . The auxiliary equipment car H28A was created around 1925 from the motor car 4166, which went into operation in 1911 as motor car 105 of the Spandau tram .

The coaches used on line 120 were officially 3rd class and had wooden seats. The railcars were allowed to pull a maximum of two sidecars.

Timetable and tariff

Fare development

route		Fare (in RM)
from	to	1928/ 1929	1930/ 1931	1933	1934/ 1939
Single tickets
Spandau-West	Johannesstift	0.20	0.25	0.20	0.20
Spandau-West	power plant	0.30	0.30	0.25	0.25
Spandau-West	Nieder Neuendorf	0.35	0.35	0.30	-
Spandau-West	Hennigsdorf	0.40	0.40	0.35	0.30
Johannesstift	Nieder Neuendorf	0.25	0.25	0.20	0.20
Johannesstift	Hennigsdorf	0.35	0.35	0.30	-
power plant	Hennigsdorf	-	-	0.25	0.25
Papenberge	Hennigsdorf	0.30	0.30	0.20	0.20
Nieder Neuendorf	Hennigsdorf	0.25	0.25	-	-
Weekly tickets (2 trips per week)
Spandau-West	Johannesstift	3.00	3.00	2.50	2.50
Johannesstift	Hennigsdorf	3.00	3.00	2.50	2.50
Spandau-West	Hennigsdorf	3.25	3.25	2.75	2.75
Student monthly cards
Spandau-West	Hennigsdorf	3.75	5.00	5.50	5.50

The first timetable from 1923 provided for pairs of trains every day. The journey time was initially 40 minutes and was reduced to 33 minutes in 1928. In the following years, excursion traffic was more important than rush hour traffic , which was reflected in the number of trips. The timetable of May 15, 1929 already listed eleven pairs of trains on weekdays and 13 pairs of trains on Sundays . After the start of electrical operation, the number was increased to 21 trips per day and direction. From 1931, the journey time was 35 minutes as a result of the route extension. In 1933 and 1934 it was 15 trips (Sundays: 18), in 1936 it was 16 trips (Sundays: 18). In the timetable of July 16, 1938, 14 journeys are counted Monday to Friday, 16 journeys on Saturdays and 18 journeys on Sundays. Train crossings usually took place in Johannesstift station, and occasionally also in Nieder Neuendorf station.

In contrast to the otherwise applicable uniform tariff, a distance-dependent tariff was applied for most of the time on line 120. Tickets were issued for the entire distance as well as selected sections of the route and weekly tickets. The fare for the section from Spandau-West to Johannesstift corresponded to a single trip on a normal tram line, especially since these also went to Johannesstift. From September 1, 1933, there were further sections between Johannesstift and Spandau-West at a price of 10 Pfennig. Tickets with authorization to transfer to the other tram lines were available from 1934 at a price of 40  pfennigs . From 1938 there were also single tickets for schoolchildren at a price of 15 pfennigs without and 20 pfennigs with transfer authorization. From September 1, 1944 until it was discontinued, the war unit tariff applied on all lines of the BVG. The price for a single journey without transfer authorization was 20 pfennigs.

• Ticket collection
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  Johannesstift - Niederneuendorf (30 Pf.), 1923

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  Spandau-West - Hennigsdorf (40 Pf.), 1923

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  Spandau-West - Kraftwerk or Papenberge - Hennigsdorf (30 Pf.), Around 1925

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  Spandau-West - Hennigsdorf (40 Pf.), 1933

literature

• Wolfgang Hellmuth Busch: Line 120. A Berlin interurban tram from 1923 to 1945 . In: Berliner Verkehrsblätter . Issue 11, November 1999.
• Hans-Jürgen Kämpf: Line 120 - a very special tram line . In: Heimatkundliche Vereinigung Spandau 1954 eV (Ed.): The streetcar in Spandau and around Spandau . Berlin 2008, ISBN 978-3-938648-05-6 , pp. 185-234 .
• Wolfgang von Linstow: The "Benzolbahn" of the Berlin tram . In: Tram magazine . Issue 5, May 1972.
• Siegfried Münzinger: The Spandau West-Hennigsdorfer Kleinbahn . In: Berliner Verkehrsblätter . Issue 1, January 1962.
• Fritz Orwat: With the benzene railway to the Osthavelland . In: City traffic . 1964.
• Reinhard Richter: Small railroad anniversaries 2004 . In: The museum railway . January 2004 ( PDF [accessed January 11, 2010]).

Web links

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

• With the benzene train into the surrounding area. (No longer available online.) Formerly in the original ; Retrieved January 11, 2010 .  ( Page no longer available , search in web archives )  

Individual evidence

1. ↑ ^{a b c d e f g h i} Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 eV Berlin 2008, ISBN 978-3-938648-05-6 , p. 185-199 .
2. ↑ ^{a b c} Reinhard Richter: Small Railway Anniversaries 2004 . In: The museum railway . January 2004, p. 25–29 ( PDF [accessed January 11, 2010]).
3. ↑ ^{a b c d e f g h i j k} Wolfgang Hellmuth Busch: Line 120. A Berlin interurban tram from 1923 to 1945 . In: Berliner Verkehrsblätter . Issue 11, November 1999, p. 215-221 .
4. ↑ ^{a b c d e f} Wolfgang von Linstow: The "Benzolbahn" of the Berlin tram . In: Tram magazine . Issue 5, May 1972, p. 11-14 .
5. ↑ ^{a b c d e f g} Klaus Lorenz: The Osthavelländische Kreisbhannen. Historical considerations between 1892 and 2005 . Verlag Sonnenbogen - Marwitz International, Marwitz 2006, ISBN 3-925546-30-8 , p. 15-17 .
6. ↑ ^{a b c d e f g h} Siegfried Münzinger: The Spandau West-Hennigsdorfer Kleinbahn . In: Berliner Verkehrsblätter . Issue 1, 1962, pp. 1-4 .
7. ↑ ^{a b} Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 eV Berlin 2008, ISBN 978-3-938648-05-6 , p. 159-184 .
8. ↑ ^{a b c} Michael Kochems: trams and Germany. Volume 14: Berlin - Part 2. Tram, trolleybus . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-395-6 , p. 158-162 .
9. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945 . In: Berliner Verkehrsblätter . Issue 11, 1964, pp. 146-148 .
10. ^ ^{A b c d} collective of authors: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 196-201 .
11. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 eV Berlin 2008, ISBN 978-3-938648-05-6 , p. 222 .
12. ↑ Benzene railcar of the Berlin tram . In: Berliner Verkehrsblätter . Issue 8–9, 1958, pp. 35-36 .
13. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 80-83 .
14. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 eV Berlin 2008, ISBN 978-3-938648-05-6 , p. 222-224 .
15. ↑ ^{a b c d e f g} Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 eV Berlin 2008, ISBN 978-3-938648-05-6 , p. 208-213 .
16. ^ Siegfried Münzinger: Tram profile. Episode 34 . In: Berliner Verkehrsblätter . Issue 11, 1978, pp. 213 .
17. ^ Siegfried Münzinger: Tram profile. Episode 10 . In: Berliner Verkehrsblätter . Volume 12, 1975, pp. 247 .
18. ^ ^{A b} Karl Heinz Gewandt: Tram profile. Episode 39 . In: Berliner Verkehrsblätter . Volume 3, 1981, pp. 55 .
19. ↑ ^{a b} Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 eV Berlin 2008, ISBN 978-3-938648-05-6 , p. 199-201 .
20. ^ Siegfried Münzinger: The flat railways of the Berlin elevated and underground railway . In: Berliner Verkehrsblätter . Volume 6, 1956, pp. 29 .
21. ↑ The work car of the Berlin tram from 1920 . In: Berliner Verkehrsblätter . Volume 6, 1967, pp. 78-113 .
22. ↑ ^{a b} Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 eV Berlin 2008, ISBN 978-3-938648-05-6 , p. 213-221 .
23. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 136-142 .

This article was added to the list of articles worth reading on March 17, 2017 in this version .