Berlin-Wannsee train station
| Berlin-Wannsee | |
|---|---|
 Reception building
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| Data | |
| Location in the network | Separation station |
| Design | Through station |
| Platform tracks | 3 (long-distance train) 4 (S-Bahn) |
| abbreviation | BWS (long-distance railway) BWSS (S-Bahn) |
| IBNR | 8010405 |
| Price range | 2 |
| opening | June 1, 1874 |
| Website URL | sbahn.berlin |
| Profile on Bahnhof.de | Berlin-Wannsee |
| Architectural data | |
| architect | Richard Brademann |
| location | |
| City / municipality | Berlin |
| Place / district | Wannsee |
| country | Berlin |
| Country | Germany |
| Coordinates | 52 ° 25 '17 " N , 13 ° 10' 45" E |
| Railway lines | |
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| Railway stations in Berlin | |
The Berlin-Wannsee train station is located in the Wannsee district of Berlin near the Großer Wannsee and is an important traffic junction . It is located in the southwest of Berlin in the Steglitz-Zehlendorf district at the intersection of the Wannseebahn and the Berlin – Blankenheim railway line (Wetzlarer Bahn) near the Havel and the 115 federal motorway ( AVUS ).
To the north, the routes branch off towards Grunewald and Zehlendorf , and towards the south to Dessau and Potsdam .
The station is in price class 2 from DB Station & Service . 38,000 passengers use the station every day. The facility has been a listed building since November 1993 .
history
opening
Together with the Wannsee Railway of the Berlin-Potsdam-Magdeburger Eisenbahn-Gesellschaft , which went into operation on June 1, 1874 , Berlin's first suburban line from Zehlendorf to Griebnitzsee , the new station was opened as Wannensee station. In 1878 the name was changed to Wannsee . From 1874, the discarded wooden imperial pavilion of the Vienna World Exhibition of 1873, in which Emperors Wilhelm I , Franz Josef I and Alexander II had breakfast together, served as the reception building of the Wannsee Railway. In 1878 a new reception building went into operation; the pavilion was set up 80 meters to the west. According to other sources, the Imperial Pavilion never served as a reception building, but was used as a restaurant from the start.
In 1879, the Dreilinden station was built south of the Wannsee station on the Wetzlarer Bahn . After the nationalization of the Berlin-Potsdam-Magdeburg Railway Company, the two systems were combined under the name of Wannsee between 1882 and 1884 . From then on, the station building of the Wannseebahn existed for the entire station, while the former station building of the Wetzlarer Bahn now served as an official residence. In connection with the construction of the new Wannseebahn, the station was rebuilt from 1890 to 1892. The platforms of the Wannsee and Wetzlarer Bahn remained in their position, both lines were connected to the west of the platforms. The common freight station was built south of the platform of the Wetzlar Railway. For freight trains to and from the Wannseebahn, a separate track was laid south of the Wetzlar Railway, which met the Wannseebahn at the level of today's Nikolassee station . There were also new platforms with the typical cast iron pillars of the Prussian State Railways as supports for the platform roofing, which was designed as a gable roof . For safety of railway operations , the built Royal Railway Directorate Berlin four new interlockings .
In addition to the Wannsee railway trains and the long-distance trains of the Wetzlar Railway to Belzig , Wannsee was also a stop for the city trains to Potsdam that were extended over the Wetzlar route . From October 1, 1891, a cheaper suburban tariff was applied to the Wannseebahn and city trains compared to long-distance transport. This tariff change made a strict separation of long-distance and suburban traffic necessary, which in Wannsee was only tackled as part of the " Great Electrification ". With the cemetery railway to Stahnsdorf , which opened on June 13, 1913, another line touched the station. This route was built at the expense of the Evangelical City Synod and should enable Berliners to visit the southwest cemetery in Stahnsdorf . It was included in the local tariff from the start, and the trains were usually extended to Friedrichshagen or Erkner via the Stadtbahn . In 1921, the local tariff was extended on the Wetzlarer Bahn from Wannsee to Beelitz-Heilstätten .
Reconstruction of the station system and electrification
The regular service at the Wannsee and Stadtbahn platform led to several operational bottlenecks. The city trains to Potsdam had to cross the inner city track of the Wannseebahn west of the platforms, in the opposite direction the outward track of the Wetzlarer Bahn. The single-track cemetery railway crossed the inner-city track of the Wetzlarer Bahn as it emerged from the station, but could only be reached from the city platform. In order to eliminate the bottlenecks, the Reichsbahndirektion Berlin intended to separate suburban and long-distance traffic on the Wetzlarer Bahn by building a third platform on the north side of the existing track system in the course of the electrification of the Berlin city, ring and suburban railways. Its roof was realized in the then current wing shape with central supports made of riveted steel girders. The old Wannsee platform was partially renewed and adapted to the new platform. The platforms of the Stadtbahn and Wannseebahn were to be used in one direction, the old Stadtbahn platform was only used for long-distance traffic in the future. For this purpose, the out-of-town track of the light rail from Nikolassee was relocated north of the Wannseebahn. At the end of the platform on the city side, a double-track sweeping system was created for trains to and from Stahnsdorf. A new overpass structure was built for the Friedhofsbahn, with which both tracks of the Wetzlarer Bahn and the inner-city track of the Wannseebahn could be crossed.
The station building, erected in 1878, was demolished in March 1927 to clear the building. The new reception building was built according to Richard Brademann's plans and should meet the requirements of mass traffic, especially excursion traffic to the Wannsee lido . For cost reasons, the passenger tunnel built in 1891 was to be retained for the new building, which dictated the location of the reception building. In April 1927, the relocation of Bahnhofstrasse began and the excavation work began in mid-May 1927. After around a year of construction, it was opened on April 1, 1928. The electrification initially only affected the city trains to Potsdam and Stahnsdorf, electrification of the Wannseebahn was planned for a later date. From June 11, 1928, electrical operation on the Stadtbahn to Potsdam began, followed by the cemetery railway on July 10, 1928. The trains to Stahnsdorf ran on weekdays in shuttle service as train group M from Wannsee, on weekends, if necessary, train group G II could be used instead of train group M in the direction of Mahlsdorf .
On May 15, 1933, the Deutsche Reichsbahn started operating electric trains on the Wannsee Railway . The construction of a depot at the west end of the station was connected with the construction . Its construction had been taken into account during the redesign five years earlier. The Berlin-Wannsee depot was built between the suburban tracks towards Potsdam. It had a four-car hall with space for 16 quarter trains . Richard Brademann was again the architect of the facility. On April 16, 1937, separate suburban tracks on the Wetzlar Railway went into operation east of Wannsee. The previously existing intersection of the S-Bahn track in the city center with the track of the long-distance line out of town to the east of the platforms could thus be omitted. After the completion of the north-south tunnel in autumn 1939, the trains on the Wannsee Railway were extended to Oranienburg .
Post war era
During the Second World War , the railway systems in Wannsee were largely spared. Continuous train traffic in the direction of Potsdam and Drewitz was initially not possible after the Teltow Canal bridges were blown up , and the main line from the direction of Potsdam was dismantled as a reparation payment to the Soviet Union . According to the London Protocol , the station had been in the American sector since July 4, 1945 . Since the Berlin – Potsdam trunk line further south passed the border between the American sector and the Soviet occupation zone several times , traffic was not resumed here. The trains from the west were instead directed from Potsdam via Wannsee to the Stadtbahn . From 1947 military trains of the US armed forces also ran via Wannsee to Lichterfelde West . On May 18, 1952, the steam-powered suburban trains between Wannsee and Potsdam or Drewitz were stopped. Only the S-Bahn continued to pass the city limits, as did the military and interzonal trains between West Berlin and the Federal Republic , the latter, however, without stopping in Wannsee. Freight traffic between the western sectors and the Federal Republic had been restricted two years earlier with the GDR customs law.
With the construction of the Berlin Wall on August 13, 1961, the S-Bahn traffic in the direction of Potsdam and Stahnsdorf was also discontinued, from Wannsee the trains only ran to Friedrichstraße and via the Wannsee railway and the north-south tunnel Frohnau . The Deutsche Reichsbahn had the long-distance tracks separated operationally, so that there were two single-track lines in the direction of Potsdam and Drewitz. Before that, there was a two-track line that branched off at the city limits. From 1969 the Reichsbahn began loading cars in interzone traffic, for which a loading point was set up at the freight station. Around 1974 this was expanded due to the great demand. At around the same time, the goods handling facility was closed due to the low level of freight traffic.
From 1972 there was again a local transport connection to Potsdam: The first cross-border bus line of the BVG-West after more than 20 years ran from the Wannsee train station to Potsdam-Babelsberg (motorway exit) via the Dreilinden border crossing (initially with the designation E , from 1985: line 99) .
From September 26, 1976, the interzonal trains, now known as transit trains, stopped again in Berlin-Wannsee. The long-distance platform was extended to 400 meters for this purpose. The Hamburg transit trains ran from September 26, 1976 via Staaken to West Berlin. After the railroad strike in September 1980, only the S-Bahn line to the Stadtbahn was in operation for a short time. When the West Berlin BVG took over the S-Bahn traffic from the Deutsche Reichsbahn on January 9, 1984 and initially only continued to operate the Friedrichstrasse - Charlottenburg section , Wannsee was completely cut off from the S-Bahn traffic. It was not until May 1, 1984 that S-Bahn trains ran again from Wannsee via the Stadtbahn to Friedrichstrasse, now signposted as line S3. On February 1, 1985, the Wannseebahn was put back into operation, the trains ran as S1 to Anhalter Bahnhof . From 1987 to 1989 the station building including the platforms was renovated and the S-Bahn platforms were provided with elevators.
Since the reunification
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The station experienced a new heyday after the fall of the Berlin Wall on November 9, 1989: the opening of the border resulted in a high load on the station, as this transfer point was between a bus shuttle line to Potsdam and the West Berlin S-Bahn. From December 2, 1989, the Reichsbahn also set up special trains from the GDR to Berlin-Wannsee. From January 22, 1990, Wannsee was again a station for local trains, in the S-Bahn advance service a shuttle service with double-decker trains to the then Potsdam Central Station was started.
- June 2, 1991: Intercity trains from Karlsruhe and Basel-Cologne-Hanover now also stop in Wannsee .
- April 1, 1992: The S-Bahn goes back to Potsdam.
- May 26, 1993: Wannsee station is electrified. The regional trains that previously ended in Drewitz will be extended to Wannsee. IC trains in Seddin switch from electric locomotives to diesel locomotives . The ICE traffic to Berlin is diverted to Lichtenberg station , as the tram is not yet completely spanned with overhead lines . A shuttle train runs from Michendorf to Zoo station .
- 4th July 1993: The Berlin – Blankenheim railway line and the light rail line are electrified to the Zoo station. ICE trains now also stop in Wannsee. In Wannsee, IC trains and IR trains from Erfurt are mostly switched from DB series 103 electric locomotives to DR series 132 diesel locomotives , which then transport the trains to the main station .
- September 25, 1994: With the start of the renovation work on the Berlin light rail system, all trains end at the Zoo station; reclamping in Wannsee is not required.
- May 26, 1995: The new RE1 Berlin Zoo – Magdeburg regional express line also stops in Wannsee with diesel locomotives until December 14, 1995, until the Potsdam – Magdeburg line is electrified.
- September 27, 1998: Most of the ICE trains run on the new high-speed line from Hanover to Berlin . ICE trains no longer stop in Wannsee.
- December 10, 2017: Since the 2017 timetable change, the ÖBB Nightjet 470/471 Berlin– Zurich has also stopped in Wannsee .
In spring 2012 an elevator to regional platform 5/6 was put into operation. This means that this and the two S-Bahn platforms can be reached barrier-free from the main entrance on Kronprinzessinnenweg .
As one of 20 so-called main stations of the Berlin S-Bahn, the station is manned by local supervision.
construction
Tracks and platforms
Formally, the facility consists of two independent train stations , Berlin-Wannsee for long-distance , regional and freight traffic and Berlin-Wannsee S-Bahn for S-Bahn traffic . The S-Bahn station is located on the Wannseebahn and the S-Bahn route in the direction of Charlottenburg, known as the extended city tracks or extended Stadtbahn . There are two central platforms (tracks 1/2 and 3/4) available for the trains, which are approached in the direction of operation, the Wannseebahn trains usually use the inner tracks, the Stadtbahn trains the two outer ones. A three-track sweeping system is available to the east of the platforms ; in its original purpose, it served the shuttle trains to Stahnsdorf . The single-track cemetery railway ran west until 1961, crossing the city-inward S-Bahn track and both long-distance tracks. To the west of the platforms is the Wannsee workshop .
The facilities of the long-distance train station include a central platform (track 5/6) for long-distance and regional traffic and a side platform (track 8) for car train traffic . The latter has not been used as planned since the car loading terminal was closed. To the south of the platforms were the tracks of the local freight station, which were used for car loading from 1969. A freight track leads east of the continuous Wetzlarer Bahn to the Wannseebahn.
Since June 8, 1993, the control and safety systems of both stations have been controlled and monitored by two electronic signal boxes. The signal boxes Wss (Wannsee S-Bahn) and Wsf (Wannsee Fernbahn) are located in a shared building near the train station, since 2011 Wss has been operated from the operations center in the former Halensee switchgear . The older electromechanical interlockings Ws, Wsk, Wot and Wsa went offline when they went into operation, but are still there for reasons of monument protection. The DB Netz let the interlocking Ws mid January 2019 without prior notification of the Federal Railway Authority and the Berlin Landesdenkmalamt tear. Like the station building, the Ws and Wsk signal boxes were built according to Richard Brademann's plans .
Reception building and row of shops
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The station building was built from 1927 to 1928 according to Richard Brademann's plans . Its construction was necessary because the previous station building had to give way to the construction of a third platform. Since the pedestrian tunnel connecting the platforms was to be retained, the location of the building was thus predetermined. It was built on a triangular plot of land with a taper between the railway site and Bahnhofstrasse (since 1956: Kronprinzessinnenweg ). The building comprises a central building and two side wings. The octagonal central building with the main hall towers with three sides clear from the building line appears in the northwest oblique side is the main entrance. The building is also emphasized by a two-tier octagonal skylight with a roof lantern . The jamb of the side wing is set back in continuation of the lower step of the roof attachment and indented to the side. The three-storey building consists of masonry and has individual reinforced concrete and iron supports. The base area is faced with red-colored clinker bricks, the wall surfaces are reddish plastered . Due to the strictly symmetrical design of the building and the formation of window axes on the street side, its representative function is additionally emphasized.
Characteristic of the building are the wall openings on the ground floor with a triangular end and their delimitation by narrow, pillar-like wall surfaces. This gives the impression of an arcade . The tympana above the main entrance are provided with flat bronze reliefs that refer to the year of construction, the client and his connection to rail and waterways. The characteristic wall openings are continued in a wall attached to the eastern side wing and come to an abrupt end at a transformer house made of exposed brick. According to the draft plans, such a wall was also planned for the west wing, which should serve to delimit a planned railway station . A row of shops at right angles to this should create a clearly delimited station forecourt . The original plans were not implemented, but the idea was taken up again and implemented in 1950/51 according to plans by Hans Tiedt .
The track side, on the other hand, has some clear design features. The central building is less noticeable. By combining several windows on the upper floor, no window axes are formed. The row of triangular wall openings is interrupted by the central building with rectangular window openings. The symmetry of the system is abandoned at the building corners. A portico with a roof terrace is connected to the east wing . A low bike shed is attached to it. The corner area of the west wing, on the other hand, has been removed from the building line over a width of four meters and a depth of three meters.
In the interior, the representative character of the building is emphasized by the monumental-looking counter hall in the form of an irregular octagon . The hall structure is supported by eight iron columns that taper downwards and protrude from the corners. A ring anchor , which supports the upper step of the two-tier skylight, rests on the supports throughout the lower part . The dome-like hall ceiling is divided into irregular octagonal steps of different widths, with a glazed opening in the middle. The lower third of the hall walls and the entire height of the pillars are covered with yellow-brown tiles. A horizontal structure is made by narrow, black glazed ceramic triangular profiles. The upper end of the cladding is a cornice sloping upwards . The adjacent wall surfaces and the hall ceiling are plastered in yellow.
Starting from the main entrance, there were four ticket counters for long-distance and suburban traffic on the right side of the hall. Immediately to the left of the entrance area there were seven more counters for suburban traffic on busy days. To the right of the entrance is a wide passage with which the public toilets and waiting rooms 1./2. Grade and 3rd / 4th Class were tapped. Connected to this was a buffet area for catering to the waiting passengers. The baggage check-in and three smaller rooms for porters, police and a kiosk are grouped around the counter hall. The access to the platforms is opposite the main entrance and leads into the pedestrian tunnel via a staircase. At the southern exit on Reichsbahnstraße there is a passimeter system with a gable roof directly at the former station building of the Wetzlarer Bahn. Around 1931, the pedestrian tunnel under Bahnhofstrasse was extended to the steamboat landing stage at Großer Wannsee and provided with a separate exit. The flat clinker brick building at the north exit has a symmetrical structure. In the middle is the access to a waiting room, on the transverse sides there are stairs leading into the pedestrian tunnel. On the upper floor there were two service apartments and the apartment of the station host.
The building did not suffer any major damage during the Second World War . The building underwent several changes, some of which were major, after the war. The tiles on the corner pillars of the counter hall were chipped off above the cornice and the pillars plastered. The originally recessed corner area of the west wing was built on to create a toilet for the station management. Adjacent to the west wing, a row of shops in the shape of a quarter circle was built in 1950/51, at the end of which there is an inn. The station forecourt was redesigned in 1982, with part of the space being separated for taxi stands and parking areas.
In mid-2017, a new lighting concept was implemented in the almost 11.90 meter high entrance hall in order to emphasize its architectural features. The LED lamps used allow any color to be displayed, e.g. B. on special occasions. In the next few months, the opening of a toilet facility in the reception building is planned as well as the construction of further bicycle parking spaces by the Senate.
Transport offer
Long-distance, regional and local transport
The Wannsee station serves primarily as a regional and S-Bahn station in the southwest of Berlin. Since the opening of the Berlin Central Station in May 2006, there is only one Intercity - off-peak connection to Cottbus or Norddeich Mole (once daily). A night train to Munich also stops in Wannsee . There are also individual trains, such as a regional express once a day between Potsdam Hbf and Szczecin Główny ( Stettin ) and the Harz-Berlin-Express from Abellio Rail Central Germany to the Harz Mountains .
The DB Fernverkehr operates on the east side of the station, a terminal for the loading of road vehicles on car trains . Most recently, only a daily DB car train connection to and from Munich was offered. On April 26, 2014, a train with a car transporter left the Wannsee station for the last time with the destination Munich, since then cars and motorcycles have been transported separately by truck until this loading was also stopped.
Bus and ferry traffic
Various bus lines that run within the Steglitz-Zehlendorf district provide connections from the Wannsee train station to the surrounding settlement areas. In addition, there is a historic bus on route 218 to the exhibition center .
In addition, the ferry line F10 of the Berliner Verkehrsbetriebe runs once an hour across the Wannsee to Alt-Kladow in the Spandau district , which provides a fast connection from the west to the south of Berlin and is also an important excursion route.
literature
- Richard Brademann : The new reception building of the Wannsee station of the Reichsbahndirektion Berlin . In: Deutsche Bauzeitung . 1928, p. 441-448 .
Web links
- Entry in the Berlin State Monument List with further information
- Berlin-Wannsee train station on stadtschnellbahn-berlin.de
- Private information portal on Berlin-Wannsee train station
Individual evidence
- ↑ Station price list 2020. In: Deutsche Bahn. Deutsche Bahn, January 1, 2020, accessed on July 11, 2020 .
- ↑ Query of the course book route 200.1 at Deutsche Bahn.
- ↑ Query of the course book route 200.7 at Deutsche Bahn.
- ↑ Query of the course book route 201 at Deutsche Bahn.
- ↑ Query of the course book route 207 at Deutsche Bahn.
- ↑ a b A light dome for the Wannsee train station . In: point 3 . No. 16 , 2017, p. 4 ( online [accessed August 28, 2017]).
- ↑ News in brief - S-Bahn . In: Berliner Verkehrsblätter . No. 2 , 1994, p. 35 .
- ↑ Udo Dittfurth, Michael Braun: The electric Wannseebahn . Verlag GVE, Berlin 2004, ISBN 3-89218-085-7 , p. 33-34 .
- ↑ Udo Dittfurth, Michael Braun: The electric Wannseebahn . Verlag GVE, Berlin 2004, ISBN 3-89218-085-7 , p. 36-37 .
- ↑ a b c d e f g h i j Susanne Dost: Richard Brademann (1884–1965). Architect of the Berlin S-Bahn . VBN Verlag B. Neddermeyer, Berlin 2002, ISBN 3-933254-36-1 , p. 135-142 .
- ^ Peter Bley: 175 years of the Berlin – Potsdam railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 62-66 .
- ↑ Reinhard Demps, Peer Hauschild: "Alte Wannseebahn" and "Neue Wannseebahn" (part 1) . In: Verkehrsgeschichtliche Blätter . Volume 6, 1988, pp. 122-126 .
- ^ Peter Bley: 175 years of the Berlin – Potsdam railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 82-102 .
- ^ Bernd Neddermeyer: The electrical operation on the Berlin S-Bahn. Volume 1: Steam or Electricity? 1900 to 1927 . VBN Verlag B. Neddermeyer, Berlin 1999, ISBN 3-933254-05-1 , p. 11-19 .
- ↑ a b Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 2.1: The Great Electrification - 1926 to 1930 . VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-15-3 , pp. 28-29 .
- ↑ a b c Peter Bley: The cemetery railway Wannsee-Stahnsdorf . In: Berliner Verkehrsblätter . Volume 5, 1978, pp. 86-94 .
- ↑ Reinhard Demps, Peer Hauschild: "Alte Wannseebahn" and "Neue Wannseebahn" (part 2) . In: Verkehrsgeschichtliche Blätter . Issue 1, 1989, pp. 16-20 .
- ^ Peter Bley: 175 years of the Berlin – Potsdam railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 125-157 .
- ^ Karl Remy : Station conversions as part of the electrification of the Berlin city, ring and suburban railways . In: Zentralblatt der Bauverwaltung . No. 26 . Berlin June 27, 1928, p. 421-425 .
- ↑ Wolfgang Kiebert: The electrical operation on the Berlin S-Bahn. Volume 2.1: The Great Electrification - 1926 to 1930 . VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-15-3 , pp. 74-79 .
- ↑ Mario Walinowski: S-Bw Wannsee. Company workshop in the countryside . Ed .: Berlin S-Bahn Museum. Verlag GVE, Berlin 2000, ISBN 3-89218-063-6 , p. 21-28 .
- ↑ a b c d Mario Walinowski: S-Bw Wannsee. Company workshop in the countryside . Ed .: Berlin S-Bahn Museum. Verlag GVE, Berlin 2000, ISBN 3-89218-063-6 , p. 14-20 .
- ^ A b Peter Bley: 175 years of the Berlin – Potsdam railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 185-189 .
- ^ Peter Bley: Berlin S-Bahn . 8th edition. alba, Düsseldorf 2003, ISBN 3-87094-363-7 , p. 42-48 .
- ^ Peter Bley: 175 years of the Berlin – Potsdam railway. 175 years of the railroad in Prussia . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-29-4 , p. 219-221 .
- ↑ Regional platform at Berlin-Wannsee train station now accessible without steps. DB Mobility Logistics AG, April 4, 2012, accessed on May 1, 2012 .
- ↑ Printed matter 17/15669. (PDF) Berlin House of Representatives, March 19, 2015, accessed on July 11, 2015 .
- ↑ List of electronic signal boxes for the S-Bahn. In: stadtschnellbahn-berlin.de. December 31, 2015, accessed February 11, 2019 .
- ↑ Mario Walinowski: S-Bw Wannsee. Company workshop in the countryside . Ed .: Berlin S-Bahn Museum. Verlag GVE, Berlin 2000, ISBN 3-89218-063-6 , p. 56-70 .
- ↑ News in brief. Railroad . In: Berliner Verkehrsblätter . No. 3 , 2019, p. 53 .
- ↑ Description of the Autozug-Terminal Berlin
- ↑ The last motorail train leaves. In: Der Tagesspiegel . April 3, 2014, accessed May 20, 2014 .