Angermünde – Stralsund railway line
| Angermünde – Stralsund Hbf | |
|---|---|
 Course of the Angermünde-Stralsund Railway
| |
| Route number (DB) : | 6081 |
| Course book section (DB) : | 175 Pasewalk – Jatznick 193 Züssow – Stralsund 203 Angermünde – Stralsund |
| Route length: | 170.1 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : | 15 kV 16.7 Hz ~ |
| Top speed: | 120 km / h |
| Dual track : | Angermünde – Stralsund Hbf |
The Angermünde – Stralsund railway is a double-track, electrified main line in the northeast of the states of Brandenburg and Mecklenburg-Western Pomerania , which was originally built and operated by the Berlin-Stettiner Eisenbahn-Gesellschaft . It branches off the Berlin – Szczecin railway line in Angermünde and leads via Anklam and Greifswald to Stralsund .
The route is part of the national long-distance connection from Berlin to Sassnitz and then by ferry to Sweden . It is one of the oldest railway lines in Western Pomerania .
Route
The train begins at Angermünde station , where the route north of it leads out of the main Berlin – Szczecin (Stettin) line . It first leads along the Uckermärkischen lakes and the subsequent river Ucker (or Uecker ) via Prenzlau to Pasewalk . The state border between Brandenburg and Mecklenburg-Western Pomerania is passed about 1800 meters north of the Nechlin train station . The route swings to the north-north-west after Pasewalk and leads with a predominantly straight course through the foothills of the Ueckermünder Heide . At Ferdinandshof , the foothills of the Friedland Great Meadow are passed for a few hundred meters . Via Ducherow , the starting point of a branch line to Heringsdorf until 1945 , it goes to Anklam . About five kilometers from the Anklam train station , the route now turns more towards the northwest. Via Züssow the route continues towards Greifswald . The last section of the train leads to Stralsund at a distance of about five kilometers parallel to the coast. Before Stralsund, the train heads north again and ends at Stralsund main station in the Tribseer suburb.
Since the railway runs through partly boggy terrain and crosses several smaller and medium-sized rivers in its course, several bridges and culverts were necessary. Larger bridges exist, for example, when crossing the Ryck near Greifswald and the Zarow near Ferdinandshof. The Peenebrücke Anklam , newly built in 1938 as a bascule bridge , was by far the most complicated engineering structure.
In addition, the railway crosses several federal highways and motorways, including the A 20 , which crosses the route as part of the Ueckertal bridge. The B 109 runs between Prenzlau and Greifswald largely parallel to the route and crosses it a total of six times.
history
Prehistory and construction
The first plans to build a branch line in the direction of Western Pomerania came up in connection with the construction of the main line Berlin – Stettin from 1837. The city of Prenzlau approached the committee of the Berlin-Stettiner Eisenbahn-Gesellschaft (BStE) with the intention that the route to Stettin should be brought as close as possible to the city. The Prussian road construction inspector Friedrich Neuhaus , who examined the different route variants, also supported the Prenzlauer view. Two years later, a deputation from Prenzlauer tried to change the committee accordingly with a donation equivalent to 30,000 to 50,000 marks. They also made clear the advantages of a northern route via Prenzlau compared to a direct connection. These mainly concerned the less difficult terrain during the construction of the railway as well as the connection of the center of the Uckermark to the railway network. It was hoped that the expected economic upturn would change the mind of the company, which received its returns accordingly.
The BStE committee initially responded to the suggestions and agreed to bring the railway within two kilometers of Prenzlau. If necessary, the direct development should then take place via a branch line. A later extension of this to the Western Pomeranian port cities was also considered. Initial contact with them has already been made, but the BStE demanded the financial participation of Prenzlaus and the port cities should construction take place. However, as Prenzlau refused this, the BStE decided on a more southerly route with regard to its main route. However, the Prenzlauer Magistrate arranged for the establishment of a train station in Passow and the construction of a road between the two places, which at least ensured a first connection to the line from 1843.
In the following years, the Prenzlauer continued to try to get a connection and hoped for the support of the Western Pomeranian port cities, especially after plans to build a direct connection from Berlin via Neustrelitz to Stralsund came up in 1842. Since it was foreseeable that initially only one railway could be built, the competition between the proponents of both projects was correspondingly great. The cities of Western Pomerania saw themselves at an advantage, however, since the competing connection known as the “ Berlin Northern Railway ” had to run through Mecklenburg territory and, on the other hand, large parts of the Uckermark and Western Pomerania would have been cut off.
Although the Northern Railway, leading through a sparsely populated area, was to be built as a state railway, the Prussian King Friedrich Wilhelm IV granted a license to it on June 18. His ministers, who did not support the construction of a state railway, moved the head of state to a change in the same year, in which the king decided to build three lines in Western Pomerania on November 16, 1853, the Passow – Greifswald, Züssow – Wolgast and Pasewalk lines –Stettin , agreed. The decision to build an extension from Greifswald to Stralsund was to follow later. Construction and management of all three lines should be carried out by the BStE.
In the years that followed, up to the start of construction, however, the start and end point of the railway had not yet been determined. To begin with, there were discussions between Angermünde and Passow, as one location was closer to Berlin, the other closer to Stettin. In the meantime, there was even the option of having the railway only start from Pasewalk and instead using the Pasewalk – Stettin branch line. Ultimately, Angermünde was given preference in 1860.
Greifswald was initially set as the end point. Only after the approval of the Prussian War Ministry - Stralsund was still a fortress at the time - and that of the Western Pomeranian Communal Landtag, the railway could continue to Stralsund.
After the final contract was signed on February 26, 1861, the actual construction work began on August 1, 1861 in several places. Preparatory work had already taken place from 1859. The line should initially run on a single track, but the planum for a second track was also prepared. Eight optical telegraphs and a continuous double telegraph line were installed per mile (7532 meters) parallel to the route . Depending on the volume of traffic, the stations received a reception building in the style of classicism and, if necessary, a car shed. Since some of the maneuvering was done with horses, some of these wagon halls also had their own stables. Locomotive sheds were also set up at the larger train stations in Prenzlau and Pasewalk, and track connections to the ports were established in Anklam and Greifswald .
The construction of the line as such turned out to be mostly straightforward. The route mainly led through flat terrain. However, some bog and peat lentils had to be drained to prevent the tracks from sinking. The biggest technical hurdle was the construction of the river crossings over the Ucker north of Prenzlau, the Zarow near Ferdinandshof, the Peene in Anklam and the Ryck in Greifswald. Swing bridges were used for the last two to avoid shipping traffic on the rivers hinder. However, the construction of these bridges delayed the planned opening date, so that initially only the Angermünde – Anklam section was opened on March 16, 1863. In addition, the Prussian Trade Minister von Itzenplitz had the construction of the Greifswald – Stralsund line temporarily suspended because the exact location of the Stralsund station could not be clarified. After it was decided that this should be built in the Tribseer suburb west of the old town, work continued.
The first special train with the Prussian King Wilhelm I ran on October 26, 1863, and official passenger and freight traffic began on November 1, 1863. At the same time, the branch line from Züssow to Wolgast went into operation. For this, the stagecoach traffic was stopped parallel to the railway.
Beginnings under the BStE and the Prussian State Railways
In the first few years, seven pairs of trains ran daily between Berlin, Angermünde and Stralsund. Of these, four were pure passenger train pairs, one was a pure freight train pair and two were mixed train pairs. The maximum speed envisaged was 75 km / h for express trains, 56 km / h for passenger trains and 35 km / h for freight trains; the journey time was about four hours.
In the early years, the trains initially ran together with the Szczecin trains and were winged in Angermünde . As passenger traffic increased more than initially expected, the BStE set up its own pairs of trains just a few years later. The Ducherow – Swinemünde route opened in 1876 , which enabled a continuous connection to Usedom , and the Altefähr – Bergen route - including a ferry service between Stralsund and Altefähr - in 1883 increased the numbers again. In 1891 the latter was extended to Sassnitz , from where a mail steamer line continued in the direction of Trelleborg from 1897 . In 1909, this resulted in what is known as the “ royal line ” between the two ports. At the same time as the railway ferry was set up, a pair of night trains was set up between Berlin and Stockholm .
The entire line was operated by the BStE until 1879, from which the Royal Directorate of the Berlin-Szczecin Railway of the Prussian State Railways emerged after its nationalization . From 1895 it became the Royal Railway Directorate Stettin (KED Stettin).
Since the condition of the line no longer met the demands of the ever increasing traffic, the Stralsund train station was rebuilt in 1905 and the line was expanded to double tracks in 1907 and 1908.
At the same time, freight traffic increased due to the installation of numerous field and small railways, such as the Mecklenburg-Pomerania narrow-gauge railway . The main goods were mainly agricultural products such as potatoes , sugar beets and grain .
Interwar period
From 1920 onwards, the individual regional railways were combined in the newly founded Deutsche Reichsbahn . This involved, on the one hand, the renaming of KED Stettin to Reichsbahndirektion Stettin (RBD Stettin) and the future standardization and modernization of the vehicle fleet. Nevertheless, regional railway locomotives were used almost exclusively in the next 20 years. Steam locomotives of the 38 series, and more rarely the 17 series, were mostly used for use in front of express trains . Passenger trains were mostly pulled by the older class 74 and 78 locomotives and sometimes also by the standard class 64 steam locomotives . In freight transport, the 55 and 57 series shaped the appearance before they were replaced by the 50 and 52 series in the 1940s.
The construction of the Rügen dam in 1936 involved some renovations and extensions along the route. A new signal box was built in Stralsund, the track systems of the Stralsund freight station were expanded and a single-track connecting curve, the so-called "Berlin curve", was built between the Rügen route and the Angermünde-Stralsund railway, with which the headache in Stralsund - especially for the freight trains - could be omitted. At the same time, the entire line was upgraded and designed for a higher line speed. While the top speed on the entire route was previously 100 km / h, the Angermünde – Ducherow section (and beyond to Heringsdorf) has since been driven at 120 km / h and the Ducherow – Stralsund section at 110 km / h.
By increasing the line speed, the journey time was further reduced. The Berlin – Stralsund route was covered in about three hours and ten minutes with the fastest train in 1939 - a regional express took about the same time in 2007. This in turn increased the number of passengers, so that the Deutsche Reichsbahn had to constantly expand the offer. Capacity utilization reached its pre-war high in 1939 with up to eight pairs of passenger trains a day. As in previous years, freight traffic was mainly limited to agricultural products, with trips for the shipyards in Stralsund, Greifswald and Wolgast.
Reichsbahn time after 1945
During the Second World War , the line was damaged or destroyed in several places. For example, the station building in Prenzlau burned down after a bomb attack, and both the Ucker bridge near Nechlin and the Welse bridge near Angermünde were damaged. Bomb craters prevented continuous operation in many places. In Anklam alone, three temporary bridges had to be built on the basis of the funnels. In addition, there was the destruction of the Karnin lift bridge on the Swinemünde branch and the damage to the Rügen dam. The bottlenecks were exacerbated by the dismantling of the second track, initiated by SMAD , and the removal of locomotives and wagons as reparations to the USSR in 1947/1948. After initial repairs, the first trains were able to roll along the route from June 1945. Continuous traffic between Berlin, Angermünde and Stralsund was possible from the end of the year.
In 1947 the Rügen dam could be used again, so that the importance of the Stralsund – Angermünde line as part of a transit connection to Sweden increased again. In the 1950s, additional conditions for increasing traffic were created with the construction of the new Welse and Ucker bridges.
On October 7, 1965 - the National Day of the GDR - joined the international long-distance train D 24 Malmö - Berlin in the station Sandförde with an oncoming passenger train together after the engineer of the express train for a "standstill" imminent Vorsignal braked too late and the main signal run over would have. Since the steam locomotive of the passenger train with the tender drove ahead, the engine driver and stoker were crushed by the tender in the accident . 30 people were also injured, 16 seriously. The locomotive of the express train 03 1078 was repaired and was then involved in the 1977 railway accident in Lebus , in which it was destroyed. The accident in Sandförde, because an international train was involved and the accident happened on the national holiday, resulted in extensive investigations by the Stasi .
In the 1960s and 1970s, the number of passengers continued to rise due to holiday travel to the Baltic Sea and rush hour traffic to the cities. While the Deutsche Reichsbahn recorded 56 passenger trains per day on the Pasewalk – Jatznick section in 1970 and 44 passenger trains per day on the Anklam – Züssow section, it had already calculated 66 and 46 trains per day for 1975. Together with the freight trains, which now mainly transported products from the metal and oil industry, the capacity of the single-track line was almost exhausted. The reconstruction of the second track became an essential requirement for the further development of the line.
In 1973, the Deutsche Reichsbahn began to double- track the entire Bernau –Angermünde – Stralsund line, including the Angermünde– Passow section (on the line to Szczecin) and the connecting curve between the two railways at Angermünde. In addition, the existing track was renewed, the Peene bridge in Anklam was replaced by a new building and a new track diagram interlocking was put into operation in Prenzlau . Between 1973 and 1978 double-track operation was started in sections, only a short section before Angermünde could not be completed until 1987. Along with the double-track expansion, the permissible axle load of the line was increased from 18 to 20 tons in the 1970s . This was mainly for heavy freight for Petrochemical Kombinat Schwedt for and a few years later Sassnitzer needed Ferry Mukran.
A few years after the completion of the second track, the decision was made to build a new ferry port in the Mukran district of Saßnitz , which was originally intended exclusively for the handling of goods traffic with the Soviet Union , bypassing Poland . It was thus foreseeable that traffic on the Angermünde-Stralsund Railway to and from Berlin would continue to increase. In order to increase the permeability of the connection, the railway was included in the electrification program of the DR. The plan was to electrify the Berlin – Saßnitz connection, including the Angermünde – Stendell and Züssow – Wolgast Hafen lines, with a total length of around 340 kilometers. In addition to the Ziegelgraben Bridge - the bascule bridge of the Rügen dam - a special construction was planned for the similarly constructed Peene Bridge in Anklam. When the bridge is opened, the contact line is rotated 70 degrees outwards so that the flow of electricity is not interrupted. Between 1988 and 1989 the electrified line went into operation in sections:
- March 6, 1988: Angermünde – Prenzlau (37.6 km)
- May 28, 1988: Prenzlau – Pasewalk (24.0 km)
- September 24, 1988: Pasewalk – Züssow (59.6 km)
- September 9, 1988: Züssow – Greifswald (17.3 km)
- December 17, 1988: Greifswald – Stralsund (31.2 km)
After the turning point and the future
Shortly after the political turning point in the GDR in 1989/1990, both passenger and freight traffic decreased noticeably, as these now largely shifted to the streets. In 1990/1991, the line was equipped with point train control (INDUSI). On January 1, 1994, the Deutsche Reichsbahn became part of the Deutsche Bahn AG (DB).
DB soon took the lower number of passengers as an opportunity to close the less frequented stops in Greiffenberg , Quast and Dauer for the 1995 timetable change and the Borkenfriede station for the 1997 timetable change . The stop in Wilmersdorf, which was also closed in 1995, was reopened in 1996.
In the supra-regional freight traffic on the route between the greater Berlin area and the Sassnitz-Mukran ferry port , the number of trains continued to decrease in the 1990s due to changes in the flow of goods, as many trains have been running to and from the ports in Rostock and Hamburg since then. The declining regional freight traffic was further restricted by DB Cargo AG from the mid-1990s for economic reasons, including the MORA C program .
Since the beginning of the 2000s, in addition to the regional express line RE 3 of the DB, the trains of the Usedomer Bäderbahn (Züssow – Stralsund) and the Ostseeland traffic (Pasewalk – Jatznick; operated by DB Regio Nordost since December 15, 2013 ) ). The two sections run almost every 60 minutes, the other sections are served every 120 minutes.
In 2001, the Guest coupling point was replaced by an autotransformer. The Stralsund – Prenzlau line was thus the first railway line in Germany to be operated with an autotransformer system.
From the timetable change in 2002 reversed the long-distance transport , the addition to the existing IC lines InterConnex -line 2 between Stralsund and Zittau over Berlin, after several line change between Stralsund and Dresden . The connection was discontinued at the 2006 timetable change due to unprofitability.
On July 27, 2017, the substructure in the forest north of Wilmersdorf was washed away by rain. Until February 9, 2018, the route between Wilmersdorf and Prenzlau could only be driven on a single track and in the affected area at low speed.
The entire main line Berlin – Angermünde – Stralsund – Sassnitz was included in the federal transport infrastructure plan in 2003. This envisaged the expansion of the route to 160 km / h (instead of 120 km / h) by 2015. The travel time of a regional express of three hours and ten minutes should be reduced by up to 45 minutes. Investment costs of around 200 million euros were planned. Associated with this was the renewal of the Peene Bridge in Anklam, where the old roller bascule bridge was replaced by two bascule bridges with a span of 32 meters each in 2011-2013 . After a review of the economic efficiency, the expansion was also included in the Federal Transport Infrastructure Plan 2030 as an urgent requirement.
Even if the track's superstructure has been expanded for 160 km / h, the existing train protection systems only allow a speed of 120 km / h until they are converted.
On March 27, 2019, DB AG announced at a dialogue event in Prenzlau that the period for planning expansion to 160 km / h was seven years. The date for the start of planning is not yet known.
Operating points
The Angermünde train station went into operation on November 15, 1842 and developed into a hub. Today it is still on the routes to Szczecin (Stettin) , Stralsund and Schwedt . The route to Bad Freienwalde has now been closed. Angermünde is also a long-distance stop.
With the start of traffic between Angermünde and Stralsund, the stations and stops Greiffenberg, Wilmersdorf, Seehausen and Nechlin went into operation in Brandenburg. The duration station was added in 1881. On January 25, 1894, the train station was opened in Warnitz. The Quast stop went into operation on July 13, 1930. Its operation was discontinued shortly after the Second World War and resumed in the 1970s, but closed again on May 27, 1995. This also applied to Dauer and Greiffenberg.
In 2018, the Groß Kiesow stop received new, barrier-free platforms with a height of 55 centimeters.
Today's train traffic
In regional traffic , the entire length of the train is served by line RE 3 of the DB Regio Nordost , which runs on to Berlin via the southern end of the route . There is also a line of the DB Regio Nordost, until 2017 of the UBB , between Stralsund, Züssow and Swinoujscie (Poland) and the line of the DB Regio Nordost, until 2013 of the OLA , between Ueckermünde , Jatznick and Pasewalk .
The EC line 27 between Binz and Brno / Vienna and the IC line 50 between Binz and Frankfurt (Main) / Karlsruhe travel the entire length of the railway. Two pairs of IC trains on line 32 also run between Heringsdorf / Binz and Cologne (via Hanover ) from Friday to Sunday in the summer months . There is also an IC on line 30, which runs Monday to Friday, from Stuttgart via Cologne, Hamburg and Rostock to Greifswald . This train uses the Stralsund – Greifswald section. The long-distance traffic stops are in Stralsund , Greifswald, Züssow , Anklam , Pasewalk , Prenzlau and Angermünde . Since March 28, 2011, an ICE train pair has been running between Stralsund and Munich on the edge of the day from Monday to Friday.
With the timetable change on December 13, 2015, the entire long-distance service on the route was changed, for example the EC train pair, which was replaced by additional ICE connections, was omitted.
Supraregional freight traffic to and from the Stralsund seaport or the Sassnitz-Mukran ferry port runs the route mainly at night. Regionally, the Miltzow and Pasewalk stations (including Drögeheide ) will be served by Railion once or twice a week in 2008 as planned in wagonload traffic. If required, block trains run by Railion or other EVUs to and from Greifswald Hafen (especially oil), Lubmin, Vierow Hafen (especially grain), Anklam Hafen (especially wood, building materials), Anklam (sugar), Torgelow (wood) and Prenzlau ( especially building materials).
Vehicle use
Over the years, different generations of locomotives and later also railcars have been used on this flat line and its branch lines. From 1863 it was initially 1A1 locomotives in passenger and B or B1 locomotives in freight traffic. In the case of passenger locomotives, a coupled axle was usually sufficient, since the trains were supposed to carry relatively little mass at high speed; In the case of freight locomotives, on the other hand, what counted was the tractive force, which is why they usually have several smaller driving wheels. The locomotives were initially named after the neighboring cities (passenger transport) or after Germanic deities (freight transport), before numbering systems were introduced to identify vehicles from the 1880s. The vehicles of the first generation were mostly built by Borsig in Berlin and Vulcan in Stettin, and in the meantime also by Maschinenfabrik Wöhlert , also from Berlin.
After the nationalization of the BStE in 1880, the Prussian standard locomotives of type P 2 (passenger transport) and G 3 (freight transport) were used for a long time .
At the turn of the century, these were supplemented or replaced by the new T 12 series from 1905 and T 18 from 1912. Then there was the G 8 , which was built in large numbers, and its further developed variant G 8.1 . A few years later, the first locomotives of the G 10 series were also based in the depots along the route. The Prussian P 8 and S 10 series were used for express and express train services .
After the First World War, the state railways were initially part of the Reichseisenbahnen and in 1925 the Deutsche Reichsbahn . With its range of standard steam locomotives, the Reichsbahn aimed to reduce and modernize the locomotive series, but could not do this to the desired extent even on the main lines for economic reasons. So until the Second World War, mainly steam locomotive series from the Länderbahn era still ran on the Angermünde-Stralsund Railway. Only the new tank locomotives of the standard series 64 were used here in small numbers in front of passenger trains. Therefore the locomotives of the series 38 (ex Prussian P 8) and 17.10 (ex Prussian S 10.1) continued to shape the picture in passenger and express train traffic. It was not until the 1940s that class 50 and 52 locomotives were increasingly found.
After the end of the war, steam locomotives were also used in high-quality express train traffic and in heavy goods train traffic until the end of the 1970s. In addition to the existing series 38, 50 and 52, further standard locomotives were used from the 1950s with the express train steam locomotives of the 03.10 series in front of the Berlin express trains and with the freight train steam locomotives of the series 44 in the Pasewalk area. Most of the reconstructed class 03.10 locomotives were stationed in the Stralsund depot and for many years dominated express and express train services from Berlin to the Baltic cities. Later, the heavier class 01.5 locomotives operated by the Berlin Ostbahnhof depot also ran in front of express trains.
With the traction changeover to diesel operation, the steam locomotives were replaced by the 110 , 120 and 132 series. On May 31, 1980, 03 1010 was the last time a steam-driven express train ran between Stralsund and Berlin. Some locomotives, including many 52s, were still kept operational in the depots as heating and reserve locomotives.
With the electrification of the railway in the late 1980s, the diesel locomotives were mainly replaced by the series 243 (now 143) and 250 (now 155). The 155 series is also currently in use in freight transport. The 143 series has now been replaced by the 112 and 114 variants. These usually run with four double-deck cars . Long-distance traffic is mainly handled by the 101 series, with additional class 120 electric locomotives and class 218 diesel locomotives in inter-city traffic. The 411 series is used in ICE traffic . The UBB subsidiary of DB, which serves the railway in sections, uses Stadler GTW diesel multiple units .
literature
- Rudi Buchweitz: The branch lines of the Berlin-Szczecin Railway . VBN Verlag Bernd Neddermeyer, Berlin 2013, ISBN 978-3-941712-26-3 .
- Dieter Grusenick: 150 years of the railroad between Berlin and Stralsund . VBN Verlag Bernd Neddermeyer, Berlin 2013, ISBN 978-3-941712-31-7 .
- Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 .
Web links
Individual evidence
- ↑ Railway Atlas Germany 2009/2010 . 7th edition. Schweers + Wall, Aachen 2009, ISBN 978-3-89494-139-0 .
- ↑ DB Netze - Infrastructure Register
- ↑ Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 17 .
- ↑ D. Grusenick, E. Morlok, H. Regling: The Angermünde-Stralsund railway including branch lines. 1999, p. 28f.
- ↑ D. Grusenick, E. Morlok, H. Regling: The Angermünde-Stralsund railway including branch lines. 1999, p. 20.
- ↑ D. Grusenick, E. Morlok, H. Regling: The Angermünde-Stralsund railway including branch lines. 1999, p. 59.
- ↑ D. Grusenick, E. Morlok, H. Regling: The Angermünde-Stralsund railway including branch lines. 1999, p. 93.
- ↑ D. Grusenick, E. Morlok, H. Regling: The Angermünde-Stralsund railway including branch lines. 1999, p. 97.
- ↑ Joachim Braun: The shock when recognizing the distant signal. In: EisenbahnGeschichte , 66, 2014, pp. 68–73.
- ↑ Technology of electric train transport in Western Pomerania , on: bahn-in-pommern.de , accessed on March 12, 2011.
- ↑ Users “La-Stelle” and “micky”: Prenzlau - Angermünde: CURRENTLY only single track with 10 km / h because of . Mud hole. In: Drehscheibe-Online-oren. July 27, 2017, accessed on February 1, 2018 (copy from strecken.info from DB Netz AG and photo of the location).
- ↑ Extension of the accident-related single track Prenzlau - Wilmersdorf. DB Netz AG, 2018, accessed on February 1, 2018 .
- ↑ BT-Drs. 15/2050 : Federal Transport Infrastructure Plan 2003 (PDF; 3.5 MB), p. 42 and p. 51; Decision of the Federal Government of July 2, 2003.
- ↑ Review of the requirement plan for the federal railways. (PDF; 36.6 MB) (No longer available online.) November 29, 2010, p. 102 (5-3) , archived from the original on November 10, 2013 ; Retrieved November 18, 2012 .
- ↑ VBB im Dialog 2019 - Region Uckermark-Barnim. Retrieved March 29, 2019 .
- ↑ Axel Mauruszat: Berlin-Stettin Railway. February 6, 2016, accessed February 28, 2016 .
- ↑ Petra Hase: Railway station in Groß Kiesow modernized. In: Ostsee-Zeitung. November 2, 2018. Retrieved November 23, 2018 .
- ↑ D. Grusenick, E. Morlok, H. Regling: The Angermünde-Stralsund railway including branch lines. 1999, p. 67.
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