Railway line Ducherow – Heringsdorf – Wolgaster ferry

Ducherow – Heringsdorf – Wolgast ferry
Heringsdorf Station ( headers , but since 1911 no longer terminus of the route)
Route (map)
Route number (DB) :	6768 Ducherow – Heringsdorf 6773 Heringsdorf – Wolgaster ferry
Course book section (DB) :	193
Route length:	80.3 km
Gauge :	1435 mm ( standard gauge )
Route class :	B1 (Wolgast – Heringsdorf– Ahlbeck state border) D4 (Ahlbeck state border– Świnoujście Centrum)
Maximum slope :	16  ‰
Top speed:	80 km / h
Legend from Züssow 211.0 Wolgast port former station 211.1 244.2 to Kröslin Peenebrücke Wolgast ( Peenestrom ) 243.5 Wolgast ferry B 111 243.5 Wolgast ferry Wolgast route 239.8 Bannemin - Mölschow former Bf 237.4 Trassenheide from Peenemünde 235.0 Zinnowitz B 111 231.1 Zempin Damerow in planning 227.6 Koserow B 111 225.7 Kölpinsee 224.1 Stubbenfelde 222.3 Ückeritz B 111 220.4 New Pudagla 218.3 Schmollensee B 111 214.2 Bansin seaside resort Blind channel 212.0 Heringsdorf-Neuhof 208.6 Heringsdorf seaside resort 207.5 Ahlbeck Ostseetherme 206.7 Ahlbeck seaside resort 204.3 Ahlbeck border 204.2 Oder-Neisse border Germany - Poland 202.8 Świnoujście Center 202.5 Swinoujscie bath 203.3 Swinoujscie port Route from Ostswine 200.9 Swinoujscie Hbf Poland-Germany border 198.7 Golm to the Garz airfield 196.6 Garz 193.7 Kutzow 188.8 Dargen 183.9 Stolpe (b Usedom) 179.1 Usedom 174.2 Karnin Karniner lift bridge ( Peenestrom ) 168.1 Rosenhagen Main line from Stralsund 163.2 Ducherow Main line to Pasewalk

The Ducherow - Heringsdorf - Wolgaster Ferry line ran from Ducherow over the Peenestrom with the Karnin lift bridge to the island of Usedom , first to the east to the mouth of the Swine , then to the northwest over almost the entire length of the island parallel to the Baltic coast to Trassenheide and then to the southwest Peenestrom across from Wolgast .

After the Second World War, the route could no longer be operated continuously due to the handover of Swinoujscie to Poland in accordance with the Potsdam Agreement . The Karnin lift bridge over the Peene River was destroyed shortly before the end of the war. The section from Ducherow to Ahlbeck - including the short section in Świnoujście - was dismantled from 1945 to 1948 as a reparation payment to the Soviet Union . Today (2014) a short section of the route from a new station in Świnoujście ( Świnoujście Centrum station ) and the section between the state border and Ahlbeck have been restored, a new road bridge over the Peenestrom with additional track has been built into the city of Wolgast and the line from Świnoujście to Wolgast Port in operation. Plans for the restoration of the entire dismantled section of the route already existed in the GDR and are still being discussed. It is difficult to achieve because of the cost of the Karnin lift bridge to be rebuilt and the lack of space that has now arisen in Świnoujście as a result of building developments.

The section between Ducherow and Heringsdorf was a double-track main line , the extension to the Wolgast ferry was a single-track branch line . The Świnoujście - Wolgast line in operation today is a single-track branch line. It is the main line of the Usedomer Bäderbahn (UBB), on which trains, operated by DB Regio Nordost since 2017, run every 30 minutes in summer (further to Züssow every 60 minutes).

Route

The former station building station Karnin - in the old spelling nor with "C"

Wolgaster ferry ferry terminal

The line began at Ducherow station on the Angermünde-Stralsund Railway , from which it branched off to the northeast. Up to the Peene stream, which she crossed on the Karnin lift bridge , which was destroyed in World War II , the route was almost straight. Then it led parallel to the south coast of Usedom via the places Usedom and Dargen to Swinoujscie . The Swinoujscie Central Station was on the western edge of the city. Then the route swung in a wide arc to the northwest and further parallel to the north coast from Usedom to Trassenheide and southwest to Wolgast ferry. From the western outskirts of Swinoujście ( Świnoujście ) the line over the border at Ahlbeck and now over a new bridge to Wolgast harbor is in operation.

The Heringsdorf train station was a three-track railway terminus been created. The trains change direction today, just as they did in the station, and after a 180 ° bend they pass Heringsdorf on the southern outskirts. The route continues on the Bodden side of the island to the north-west to Zinnowitz , where the route to Peenemünde , which also leads to the north-west, branches off. The main line swings to the southwest and originally ended at the Wolgaster Fähre station, which was still on Usedom.

In the past, travelers had to cross the Peenestrom over the road bridge on foot to connect to the Züssow – Wolgast Hafen railway between the Wolgaster Fähre and Wolgast Hafen stations . Freight wagons and other railway vehicles were transferred between the mainland and the island by ferry (a trajectory ) until 1990 .

In 2000, the new Wolgaster Peenebrücke went into operation, which was also provided with a railroad track. 55 years after the destruction of the Karnin lift bridge and the dismantling of the section of the line there , the island of Usedom has again received a direct rail connection with the Pomeranian mainland via this bridge .

history

The first railway on Usedom

Exterior view of the Seebad Ahlbeck train station

After a connection to the Peenestrom, which separates Usedom from the mainland, was established as early as 1863 via the Züssow – Wolgast Hafen railway , the Berlin-Stettiner Eisenbahn-Gesellschaft (BSE), which operated the standard gauge network in the region, made efforts to to reach the island via another connection. However, this should not end at the Peene River, but rather bridge it and take a shorter route from Berlin to Swinoujscie. After the building permits had been granted, work began in August 1873, which lasted three years. The crossing of the Peene River near Karnin took up most of the construction time and was completed at the end of 1875 in the form of a swing bridge . The planum of the initially single-track line has already been prepared for the construction of the second track, which was built in 1908. On May 15, 1876, the first train set off from Berlin on the new route to Swinoujscie, and freight trains continued to the port via sidings. Three years later the Berlin-Stettiner Eisenbahn-Gesellschaft was nationalized and the operation and the rolling stock were taken over by the Prussian State Railways .

After the basic network of the Prussian railways had been established by around 1880, the construction of branch lines began in sparsely populated areas. Since there was no further railway connection for Usedom apart from the Swinoujscie access line and the mainland connection to Wolgast, the main line from Swinoujscie was extended as a branch line parallel to the coast to Heringsdorf from 1893 (start of operation on July 1, 1894).

Route expansion and network expansion

After the two-track expansion of the existing line in 1908, the line was extended along the north coast of the island in 1911. The Heringsdorf station remained railhead ; it could not be expanded to a through station due to lack of space . The end of the route was the Wolgaster ferry station on the Usedom side opposite Wolgast . There was a connection via a passenger ferry to the mainland and from there to the Züssow – Wolgast Hafen railway. A railway ferry connection (Trajekt) was only available for goods traffic .

The Karnin lift bridge is the preserved middle part of the Peenequerung.

The trains running on the route were mainly used for local passenger and freight traffic. In addition, there were a few continuous pairs of trains for excursion traffic to and from Berlin. The Ducherow – Swinoujscie section was the busiest section. The swing bridge at Karnin became a bottleneck because it was generally open and only closed for trains to pass. It was therefore removed and replaced in 1932/33 by the Karnin lift bridge , which can be operated more quickly . Closing and opening the new lift bridge only took about two minutes each. In addition, the bridge allowed trains to travel at speeds of up to 100 km / h, making it possible to use more trains.

In the summer , several non- stop express and express trains operated by the Deutsche Reichsbahn from Berlin to Heringsdorf , Zinnowitz or Carlshagen - Trassenheide (today Trassenheide), including the so-called "straw widower trains", which got their name because they bring family fathers home from work on Saturdays Families on the island brought and returned on Sunday evening. There was also a direct connection to and from Dresden and Breslau . In winter there was only a continuous express train from Berlin to Swinoujscie . From the mid-1930s, traffic with the facility of the Peenemünde Army Research Institute (HVA) and the ammunition facility in the Mellenthiner Heide increased sharply. In addition to the Wolgast road bridge, which was opened in 1934, the Peenemünde works railway (Zinnowitz – Trassenheide – Karlshagen – Peenemünde) was also put into operation in 1937 for passenger traffic at the HVA .

The scarcity of resources during the Second World War led to the discontinuation of public express and express trains to and from Berlin in 1941.

Destruction and separation of the line

The former route between Garz and Golm

Heringsdorf station , 1991

Former terminus of the Wolgast ferry

Wolgaster ferry station with DR V 100, to the left the track to the ferry boat dock

Electrical operation in the former terminus at Wolgast Hafen, in the background freight wagons on the track leading to the trajectory

While the line was spared major destruction in World War II, on April 29, 1945, just before the end of the war, retreating Wehrmacht troops blew up the Karnin Bridge . Only the lateral arches of the bridge of the 350 meter long structure were destroyed. The central lifting bridge was not destroyed and the track troughs were raised to the in Szczecin Lagoon operating Navy a debris-free escape route through the Peenestrom in the Baltic Sea to allow.

After the surrender of the Wehrmacht on May 8, 1945, Świnoujście was assigned to Poland on the basis of the Potsdam Agreement and renamed Świnoujście . For the route, which now ran on an approximately five-kilometer section through Polish territory, this meant the division into two sections remaining on German territory. On the southern section of Ducherow - destroyed Karnin lift bridge - Polish border and on the short part of Ahlbeck - Polish border of the northern section, the rails were dismantled as reparations and brought to the Soviet Union . The dismantling between the Karnin lift bridge and the Polish border was completed in 1948. The freight trains running there brought the rails dismantled behind them to the port of Świnoujście.

As early as December 1945, a ferry dock was built at the Wolgast Hafen and Wolgaster Fähre train stations by order of the Soviet military administration and the Stralsund ferry was used there to transfer rail vehicles.

By reducing the route to the Ahlbeck - Wolgaster Ferry section, the Usedom Railway became an isolated island railway that was only connected to the mainland by changing trains twice via the Wolgaster Ferry. The island railway was also treated as a branch line and consequently only poorly maintained. Their top speed was reduced to just 60 km / h. Nevertheless, there were continuous trains from Berlin and the south of the GDR via Züssow to Wolgast Hafen.

The supply was relatively dense for a branch line, in 1960 around 14 pairs of trains per day on the entire route. The number fell somewhat in the 1980s to eleven to twelve, depending on the day of traffic. Several times, for example between 1965 and 1969, there were efforts by the GDR to rebuild the line to Ducherow. The border with Poland and the associated interstate problems and the difficult topography on an alternative route bypassing the Polish tip near Świnoujście in combination with the economic weaknesses of the state prevented the project from taking place. The approximately 5 km long old section of the route in Świnoujście was soon removed as a result of the dismantling on the German side and later partly overbuilt with streets and houses.

Mostly machines of the 86 series were used, which were stationed at the Heringsdorf depot. These locomotives were fitted with smoke deflectors for island use . After the end of steam operation, diesel locomotives of the 110 series (later the 201 series of the Deutsche Bahn) operated there with three-axle, later with four-axle Reko wagons . The Deutsche Reichsbahn also set up between 70 and 100 special trains in the direction of the island, some of which traveled by ferry to Heringsdorf. The locomotives were maintained in the Heringsdorf depot, which was created in 1946 from a locomotive station.

In 1990, the ferry service in Wolgast ended , as the Stralsund ferry, which last had to cross over with the help of a tug, was decommissioned. This also meant that freight traffic to the island was discontinued. Due to the discontinuation of freight traffic, the difficult transfer of vehicles to the island and declining passenger numbers, the Reichsbahndirektion Schwerin applied for the line to be closed in 1992. On April 1, 1993, the Usedom project was founded as the forerunner of the Usedomer Bäderbahn. The aim was to increase the number of travelers with an attractive timetable and to counteract the impending closure.

Takeover and expansion by the UBB

Construction of the line extension to Świnoujście - the end of the line in the background (Ahlbeck border, January 2008)

Class 646 triple traction leaves the Schmollensee junction, which was newly built in 2018, heading southeast.

After the merger of the two German state railways, the Reichsbahn and Bundesbahn , following German reunification on January 1, 1994 , the line became part of the new Deutsche Bahn AG . This founded the Usedomer Bäderbahn GmbH (UBB) on December 21, 1994 as a 100 percent subsidiary , which took over all rail traffic on the island on June 1, 1995 , i.e. on the main line and on the Peenemünder branch. Instead of the inefficient locomotive-hauled trains were railcars initially the popularly as used piglets tax designated railcars of series 771 / 772nd

In the years that followed, the UBB carried out extensive route renovations, which enabled the maximum speed to be increased to 80 km / h in many places. In addition, Trassenheide and Koserow were expanded to become junction stations . 1997 saw the first extension of the route from Ahlbeck towards the border to the new Ahlbeck border stop . The Stubbenfelde , Heringsdorf-Neuhof and Ahlbeck Ostseetherme stops were also set up on the existing route . Another measure was the gradual conversion of the vehicle fleet to class 646 multiple units .

The next major measure was the construction of the new Peenequerung in Wolgast . A combined road and rail bridge was built next to the old road bridge, and the old road bridge was then demolished. While road traffic was already possible from 1998, rail traffic was only started over the new bridge with the timetable change on May 28, 2000. The permissible axle load is only 16.6 tons, heavy units cannot pass the bridge.

In 1999 the ownership and operating rights on the mainland route Züssow – Wolgast Hafen were also transferred to the UBB. The overhead line , which was no longer required , was dismantled as the UBB diesel multiple units drive through to Züssow. The UBB trains now have a direct connection to the RE trains on the Berlin  - Pasewalk  - Anklam  - Züssow  - Greifswald  - Stralsund route . The number of passengers on the new route has increased more than tenfold compared to 1995.

In 2001, Deutsche Bahn also set up direct long-distance connections to Seebad Heringsdorf. These trains stopped at almost all intermediate stations in the Usedom area. From the beginning, the “UrlaubsExpress Mecklenburg-Vorpommern” operated between Cologne and Usedom, initially as InterRegio , from 2003 as InterCity . This train initially ran via Hamburg, so that the DB offered another long-distance train Berlin - Heringsdorf. Later the "UrlaubsExpress Mecklenburg-Vorpommern" was run from Cologne via Berlin to Usedom and a separate IC Hamburg - Heringsdorf was offered.

On October 5, 2007, the construction of the extension from Ahlbeck border to Świnoujście (Swinoujscie) began. For around three million euros, 1.5 km of the route was rebuilt and the new, double-track Świnoujście Centrum station was built on the edge of the city center (around 250 m from the former Swinoujście Bad station ). UBB founded the subsidiary UBB Polska for operations on the Polish side . The construction work was largely completed in April 2008; the first test train had already driven the route at the beginning of 2008. However, the start of scheduled operations was postponed several times due to a lack of permits from the Polish authorities. The line was released on September 20, 2008, and scheduled operations began the next day. On the Polish side, too, they were dissatisfied with the sluggish operation of the Warsaw Railway Transport Authority (UTK).

On June 1, 2011, a new stopping point went into operation at the Neu Pudagla Forestry Office near Ückeritz . A future stop is planned in Damerow near Koserow . In order to speed up the route, the UBB is building parallel railways in order to be able to close less frequented level crossings. In Schmollensee, the breakpoint was expanded into a train station: a crossing track was built.

On June 15, 2013, the long-distance traffic to Usedom ended, which was last operated only with a group of through carriages Cologne - Berlin - Seebad Heringsdorf.

On December 10, 2017, DB Regio Nordost took over operations and the 23 class 646 multiple units from UBB. It has been providing the driving staff since 2013.

Plans to rebuild the line from Ducherow

The plans to rebuild the old southern part of the line that were not implemented in the GDR in the 1960s became relevant again after reunification. The increased number of passengers in the 1990s and the later extensions of the route from Ahlbeck to Świnoujście Centrum once again generated the desire to completely restore the route. The travel time between Berlin and the east of the island of Usedom could thus be cut in half by around two hours. The 40 km long route to be reactivated has never been officially de-dedicated . In the Federal Transport Infrastructure Plan 2003 it was mentioned in the section Construction of efficient transport routes in the new federal states , and in the Federal Railways Expansion Act of September 15, 2004 (Federal Law Gazette I No. 49, p. 2322) the route (Berlin -) Ducherow - Swinoujscie (Świnoujście) - Ahlbeck border (Usedom) included under serial no. 3 international projects .

Świnoujście Centrum station

The federal government later moved away from the reactivation plans and declared in 2008 in relation to an expert report commissioned by it that the "economic operation of the line is currently not recognizable". The UBB already pointed out at that time that the report would not take into account the potential of freight transport . The project was still included in the Federal Transport Infrastructure Plan. The rail project was put on the agenda of the 2nd German-Polish Oder Conference in Potsdam at short notice in mid-January 2010 . In 2010, Deutsche Bahn AG assumed costs of 140 million euros for the reconstruction.

To restore the southern section of the route, either the repair of the Karnin lift bridge or a replacement is necessary. On April 9, 2010, a cross-association and cross-party German-Polish action alliance Karniner Brücke was founded, which is committed to the reconstruction of the bridge . At the end of April 2010, a new cost-benefit analysis prepared by DB International was published which, in the opinion of the action alliance, taking freight traffic into account, results in a benefit-cost ratio of 2.6 even in the worst case.

Mecklenburg-Western Pomerania 's transport minister at the time, Volker Schlotmann , requested an economic report from Deutsche Bahn on the connection in September 2010. Such an investigation is a prerequisite for the inclusion of the project in the urgent needs of the Federal Transport Infrastructure Plan. The country will examine whether additional funding can be provided by the European Union . In October 2010, the regional manager of DB Regio Nordost and managing director of UBB, Andreas Zylka, confirmed that the reconstruction of the Karnin Bridge would be economical. In particular, freight traffic to the southwest would benefit.

In spring 2012, the federal government replied to two small inquiries in the German Bundestag that the reconstruction of the Ducherow – Karnin – Swinoujscie railway line, including the Karnin lift bridge, was currently uneconomical due to the reports it had available. At the beginning of October 2012, the DB published a new study in which the passenger potential to Swinoujscie was also taken into account. The plans now envisage a bascule bridge behind the Karniner lift bridge and a single-track route. The estimated construction costs of 100 million euros are 40 million euros below the previous plans. Mecklenburg-Western Pomerania registered the route in 2013 for the Federal Transport Infrastructure Plan 2030 (at that time still referred to as the “Federal Transport Infrastructure Plan 2015”). In addition, an adviser to the European Union pointed out that after the construction of a Swinetunnel (project name: "Usedom Crossing") with an integrated railway track, Usedom could be connected to Wolin, which offered the possibility of directing Scandinavian traffic via Świnoujście to Berlin via Ducherow . In its answer to a small question from the Bündnis 90 / Die Grünen parliamentary group on May 20, 2016, the federal government wrote that the project was only relevant for local rail transport and should therefore not be included in the BVWP 2030.

The DB Netz AG is the project sympathetic to, but refers to many unanswered questions. In particular, the total cost of restarting the line is unclear (between 80 and 500 million euros). It is also unclear whether the funds in the budget for regionalization measures can be made available in sufficient amounts for the project. Without cross-border freight traffic to and from Świnoujście, in the opinion of representatives of DB Netz, it will be difficult to operate the route economically.

The constituency member of the German Bundestag responsible for the region until 2017 , Matthias Lietz (CDU), at that time also a member of its transport committee, rejected the railway project during his term of office and called for the construction of bypasses of the federal highways that lie on Usedom and lead there.

The review of the rehabilitation of the Ducherow – Swinoujscie railway line has been included in the 2030 Federal Transport Infrastructure Plan in the “Additional Needs / International Projects” category. The bridge near Karnin is to be rebuilt for the new line to be built . The trains are to be operated electrically and run on one track at a maximum of 120 km / h. In December 2017, a building contractor is said to have agreed to invest up to € 150 million in the reopening of the Ducherow - Świnoujście line.

literature

• Fritz Spalink: 100 years of the railway on the island of Usedom . Historical Society for Seebad Heringsdorf auf Usedom e. V. 2012
• Ludger Kenning: The Usedomer Bäderbahn . Kenning, Nordhorn 2010, ISBN 978-3-933613-51-6
• Bernd Kuhlmann: Railways on Usedom. Via Swinoujscie to Peenemünde . 3rd updated and expanded edition. Alba, Düsseldorf 2005, ISBN 3-87094-241-X
• Hans Ulrich Bauer: The railway lift bridge Karnin . IGEL Verlag, 2012, ISBN 978-3-9810371-7-3 .

Web links

Commons : Ducherow – Heringsdorf – Wolgaster Fähre railway line  - collection of images, videos and audio files

• Railways in Mecklenburg-Western Pomerania - Ducherow – Heringsdorf – Wolgast
• History of the island network on the homepage of the Usedomer Bäderbahn
• Peter Neumann: Faster by train from Berlin to Usedom. Analysis: Reconstruction of the old line pays off. In: Berliner Zeitung . April 29, 2010, accessed June 16, 2015 . 
• Thomas Rietig: Right through the lift bridge. rsv-Presse, June 8, 2015, accessed on June 8, 2015 . 
• On July 1, 2019 - 125 years of the Swinoujscie - Heringsdorf railway line. Usedomer Bäderbahn, June 28, 2019, accessed on March 12, 2020 . 

Individual evidence

1. ↑ ^{a b} Terms of use for the rail network and service facilities of Usedomer Bäderbahn GmbH (SNB / NBS UBB) - valid from April 14, 2015. (PDF; 612 KB) (No longer available online.) Pp. 17, 19 , formerly in the original ; accessed on March 25, 2018 .  ( Page no longer available , search in web archives )  
2. ↑ Terms of use and general terms and conditions for the rail network and service facilities of UBB Polska (SNB / NBS UBB Polska) - timetable 2013/14 - valid from 14.02.2013. (PDF; 8.4 MB) (No longer available online.) P. 9 , formerly in the original ; accessed on March 25, 2018 .  ( Page no longer available , search in web archives )  
3. ↑ ^{a b} Peter Neumann: The train wants to go to Usedom in two hours . In: Berliner Zeitung . May 14, 2007 ( online article ).
4. ↑ Malte Werning: Insel- und Bäderbahnen der Ostsee , GeraMond-Verlag, 2005, p. 107
5. ^ Malte Werning: Island and bath railways of the Baltic Sea . GeraMond-Verlag, 2005, p. 108
6. ↑ Wolf-Dietger Machel, Malte Werning: Island operation on the island . In: Eisenbahn Magazin . No. 8 , 2017, p. 42 .
7. ^ Inselbahn until 1995. (No longer available online.) In: ubb-online.de. Archived from the original on June 17, 2015 ; accessed on December 18, 2017 . 
8. ↑ https://signalarchiv.de/Machrichten/10000553
9. ↑ Usedomer Bäderbahn will travel to Swinoujscie from spring . In: Signal, issue 6/2007, p. 5
10. ↑ ^{a b c} Bahn-Report , issue 6/2008, p. 34
11. ↑ 1.4 kilometers to Poland - initially on a trial basis . In: point 3 . No. 3/2008 , February 7, 2008, ZDB -ID 1427623-9 , p. 9 ( punkt3.de [PDF; 2.5 MB ; accessed on March 25, 2018]).
12. ↑ The bathtub lane . In Berliner Zeitung , September 22, 2008
13. ↑ Zmurkiewicz puts pressure on in Warsaw . In: Ostsee-Zeitung of July 4, 2008
14. ↑ New Pudagla receives a new breakpoint. DB Mobility Logistics, May 31, 2011, accessed on June 2, 2011 . 
15. ↑ NDR Nordmagazin , accessed on May 3, 2018
16. ↑ DB Regio takes over the Usedom route network. Norddeutscher Rundfunk , accessed on May 20, 2017 . 
17. ↑ DB Regio takes over the Usedom railcar. In: Eurailpress . Retrieved May 20, 2017 . 
18. ↑ Federal Ministry of Transport, Building and Urban Development: Federal Transport Infrastructure Plan 2003 ; Section 4.2: Construction of efficient transport routes in the new federal states (pdf; 2.4 MiB), p. 26
19. ↑ Unbeatable fast to the island of Usedom. Reconstruction of the shortest rail link in conversation , in: Punkt 3 , 2/2010, p. 2
20. ↑ Berliner Zeitung: Faster by train to Usedom , article from March 30, 2010
21. ↑ Berliner Zeitung: Faster by train from Berlin to Usedom, (reconstruction of the old route pays off) , article from April 29, 2010
22. ↑ Printed matter No. 17/9290. (PDF; 196 KiB) Answer of the Federal Government to the small question from Alliance 90 / The Greens regarding "Development of rail traffic between Germany and Poland". German Bundestag, April 10, 2012, accessed on December 17, 2012 (questions 15 and 16 relate to the economic viability of rebuilding the Ducherow – Swinoujscie route). 
23. ↑ Printed matter No. 17/9642. (PDF; 78 KiB) Response of the Federal Government to the SPD's small inquiry regarding the "expansion of the German-Polish rail connections". German Bundestag, May 15, 2012, accessed on December 17, 2012 (Question 8 relates to the construction of the new Karniner Bridge). 
24. ↑ Faster train connection to Usedom possible . In: Ostsee-Zeitung , October 2, 2012
25. ↑ Karniner Brücke: Sellering advertises rail project in Poland . In: Ostsee-Zeitung , June 16, 2012
26. ↑ Faster to the sea . In: Berliner-Zeitung.de , April 17, 2013
27. ↑ ^{a b} Federal Ministry of Transport and Digital Infrastructure: Overview of the current projects and the projects proposed for the Federal Transport Infrastructure Plan. Federal railways . February 9, 2015, p. 4
28. ↑ Action alliance Karniner Brücke: New Federal Transport Infrastructure Plan 2015. Project registration for the expansion and construction of rail lines (federal states)
29. ↑ Swine Tunnel is West Pomerania's most important transport project . Ostsee-Zeitung . 17th November 2014
30. ↑ Alexander Vogt: Financing Perspectives “Usedom Crossing” from the perspective of the European Parliament (lecture) . Świnoujście, April 26, 2014
31. ↑ German Bundestag (ed.): Drucksache 18/8526 . Answer of the Federal Government "Improvement of rail traffic between Germany and Poland - consideration of infrastructure projects in the draft of the federal transport plan". Bundesanzeiger Verlag, May 20, 2016, ISSN  0722-8333 , p. 4 ( bundestag.de [PDF; 252 kB ; accessed on May 27, 2016]).
32. ^ Arvid Kämmerer: reactivation of the line Ducherow - Swinemünde / Świnoujście (PL) - Heringsdorf (south connection Usedom). (PDF) DB Netz , March 14, 2013, accessed on March 14, 2013 . 
33. ↑ Peter Neumann: Faster to the sea. In: Berliner Zeitung . April 17, 2013. Retrieved April 17, 2013 . 
34. ↑ Carolin Riemer: CDU member speaks out against Karniner Brücke. In: Ostsee-Zeitung . January 28, 2015, accessed January 27, 2015 . 
35. ↑ Federal Ministry of Transport and Digital Infrastructure: Overview of the ongoing projects and the projects proposed for the Federal Transport Infrastructure Plan. Federal railways . February 9, 2015. p. 37.
36. ↑ Hannes Ewert: Private investor wants to reactivate railway lines. In: Ostsee-Zeitung . December 18, 2017, accessed March 13, 2020 . 

This version was added to the list of articles worth reading on May 29, 2008 .