Berlin – Szczecin railway line

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Berlin – Szczecin
The Szczecin train station in Berlin in 1904
The Szczecin train station in Berlin in 1904
Section of the Berlin – Szczecin railway line
Route
Route number (DB) : 6002 S-Bahn Berlin
6081 Gesundbr. – Angermünde
6328 Angermünde – State border
Route number : 0409 Border – Szczecin Gumieńce
0 408 Sz. Gumieńce-Szczecin Gł.
Course book section (DB) : 200.2 Nordbf. – Bernau 200.8 Bornh. Str – Blankenburg 203  Berlin – Angermünde 209.60 Berlin – Eberswalde Hbf 209.66 Angermünde – Szczecin Gł0
0
00

Route length: 134.5 km
Gauge : 1435 mm ( standard gauge )
Route class : Biesenthal – Britz: CE,
otherwise D4
Power system : S-Bahn Berlin: 750 V =
Sz. Gumieńce-Szczecin Gł .: 3 kV
Berlin – Passow: 15 kV 16.7 Hz  =
Maximum slope : 4.0 
Top speed: 160 km / h (Bornh. Str – Blankenburg)
otherwise 120 km / h
Dual track : Nordbahnhof – Buch (S-Bahn)
Gesundbrunnen – Blankenburg
Berlin-Karow – Passow
Route - straight ahead
by Stargard Szczeciński
Station, station
0.0 Szczecin Główny (Szczecin Central Station)
   
to Trzebież and Szczecin Dąbie
Plan-free intersection - below
Szczecin Dąbie – Szczecin Turzyn
   
from Sz. Wzgórze Hetmańskie and Sz. Dąbie
Bridge (medium)
D 13
Station, station
4.8
0.0
Szczecin Gumieńce (barn)
   
to Pasewalk
   
1.9 Warzymice (Klein Reinkendorf)
   
7.1 Kołbaskowo (Colbitzow) (previously Bf)
Bridge (medium)
A6
border
10.1
119.6
State border between Poland and Germany
   
116.5 Rosow
Railroad Crossing
B 113
Station, station
111.0 Tantow
   
according to Gartz
Bridge over watercourse (small)
Land moat
Stop, stop
103.8 Petershagen (Uckermark)
   
Casekow – Penkun – Oder railway
Stop, stop
99.6 Casekow (previously Bf)
Stop, stop
94.7 Schönow (Kr Uckermark)
Bridge over watercourse (medium)
Randow
   
from Stendell
Station, station
89.3 Passow (Uckermark)
Road bridge
B 166
   
82.7 Schönermark
   
81.2 Üst Schönermark (planned)
   
to Damme
   
77.5 Welsow-Bruchhagen (previously Bf)
Road bridge
B 198
Gleisdreieck - straight ahead, ex to the right, from the right
from Stralsund
Road bridge
B 198
   
from Schwedt (Oder)
Station, station
70.7 Angermünde
   
to Bad Freienwalde
Road bridge
B 198, B 2
   
66.1 Heart jump (previously Bf)
   
61.9 Bk Serwest
Railroad Crossing
B 2
Station without passenger traffic
57.5 Chorin (previously Personenbf)
BSicon STR.svg
Stop, stop
54.8 Chorin Hp
(formerly Chorinchen; Chorin Monastery)
BSicon STR.svg
Gleisdreieck - straight ahead, ex to the right, from the right
52.5 Junction Ragösermühle from Joachimsthal
Station, station
50.0 Britz
Tunnel or underpass under watercourse
Oder-Havel Canal
Gleisdreieck - straight ahead, ex to the left, from the left
from Frankfurt (Oder)
Bridge over watercourse (medium)
Finow Canal
Road bridge
B 167
Station, station
45.2 Eberswalde Hbf
   
from Finowfurt
   
43.7 Eberswalde waterfall
   
42.0 Bk Spechthausen
   
37.9 Bk wild drink former Bf
Stop, stop
35.6 Melchow
Station, station
33.0 Biesenthal
   
30.2 Bk Danewitz
Stop, stop
28.2 Rüdnitz former letter
   
25.3 Rüdnitz Vbf
   
24.6 Bk Ladeburg
Bridge over watercourse (small)
Panke
BSicon BS2c1.svgBSicon BS2 + r.svg
BSicon KSBHFa.svgBSicon BHF.svg
22.6 Bernau (b Berlin)
BSicon SBRÜCKE.svgBSicon SBRÜCKE.svg
A 11
BSicon SHST.svgBSicon STR.svg
21.2 Bernau-Friedenstal
BSicon WBRÜCKE1.svgBSicon WBRÜCKE2.svg
Panke
BSicon SBHF.svgBSicon STR.svg
18.2 Zepernick (b Bernau)
BSicon WBRÜCKE1.svgBSicon WBRÜCKE2.svg
Panke
BSicon SHST.svgBSicon ÜST.svg
16.5 X-ray valley
BSicon STR + GRZq.svgBSicon STR + GRZq.svg
State border Brandenburg - Berlin
BSicon SBHF.svgBSicon STR.svg
14.4 Berlin book
BSicon WBRÜCKE1.svgBSicon WBRÜCKE2.svg
Panke
BSicon BRÜCKE1.svgBSicon BRÜCKE1.svg
A 10
BSicon BS2 + l.svgBSicon BS2c14.svgBSicon BS2 + r.svg
BSicon KRZu.svgBSicon STR + r.svgBSicon STR.svg
from Basdorf
BSicon BS2l.svgBSicon BS2lr.svgBSicon BS2r.svg
BSicon S + BHF.svgBSicon DST.svg
11.5 Berlin-Karow
BSicon STR.svgBSicon ABZglr.svg
Branch from the BAR
BSicon eTSHSTo.svgBSicon eTHSTo.svg
Karower Kreuz BAR , stop planned
BSicon ABZg + r.svgBSicon ABZg + lr.svg
from the BAR
BSicon SBHF.svgBSicon DST.svg
8.3 Berlin-Blankenburg
BSicon STR.svgBSicon eABZgl.svg
to the Tegel – Friedrichsfelde industrial railway
BSicon eKRZo.svgBSicon eKRZo.svg
Tegel – Friedrichsfelde industrial railway
BSicon SHST.svgBSicon STR.svg
6.7 Pankow-Heinersdorf
BSicon STR.svgBSicon eDST.svg
Gbf Berlin-Pankow
BSicon SBRÜCKE.svgBSicon SBRÜCKE.svg
A 114 , B 109
BSicon SBHF.svgBSicon STR.svg
4.8 Berlin-Pankow
BSicon BRÜCKE1.svgBSicon BRÜCKE1.svg
B 96a
BSicon ABZg + r.svgBSicon ABZg + r.svg
from Oranienburg
BSicon SBHF.svgBSicon DST.svg
3.2 Bornholmer Strasse
BSicon ABZgl + l.svgBSicon ABZgl + l.svg
from and to Ostkreuz
BSicon SBHF.svgBSicon BHF.svg
2.1 Berlin Gesundbrunnen
BSicon ABZgr.svgBSicon xABZgr.svg
to Westkreuz / Berlin Hbf
BSicon SHST.svgBSicon exSTR.svg
1.2 Berlin Humboldthain
BSicon BS2 + l.svgBSicon eBS2 + rxc.svgBSicon exBS2 + r.svg
BSicon tSTRa.svgBSicon exSTR.svgBSicon exSTR.svg
BSicon tSBHF.svgBSicon exKSBHFe.svgBSicon exKBHFe.svg
0.0 Berlin North Station
BSicon tSTR.svgBSicon .svgBSicon .svg
to Berlin Friedrichstrasse

⊙ = coordinate link

The approximately 135 km long Berlin-Szczecin railway , also railway line Berlin-Stettin , Berlin Stettiner railway or shortly Szczecin railway , is a main line between Berlin and Stettin (Szczecin), capital of the Polish West Pomeranian Voivodeship .

The railway line between Berlin, the capital of Prussia , and Stettin, capital of the Pomerania province and the seaport closest to Berlin , was built by the Berlin-Stettiner Eisenbahn-Gesellschaft (BStE) in 1842 and 1843. This makes it one of the oldest in the history of the railways in Germany . The double-track expansion of the railway took place in 1863 between Berlin and Angermünde and in 1873 between Angermünde and Stettin.

Separate suburban tracks that are used by the Berlin S-Bahn run parallel to the long-distance tracks between Berlin and Bernau . Between the historic starting point of the line, Berlin Stettiner Bahnhof (from 1950 Berlin Nordbahnhof ) and Gesundbrunnen , the long-distance tracks have been out of service since 1952 and have since been dismantled.

The connection plays an important role for freight traffic between Germany and Poland . Except for the 40 km long section between Passow and Szczecin Gumieńce, the line is double-track and electrified. Continuous electrification and a two-track expansion are to be implemented by 2026.

Route description

External facade of the Szczecin Central Railway Station ( Szczecin Główny )
Underpassing the Berlin Ringbahn at Gesundbrunnen station , the long-distance railway tracks are dismantled, 1986

The route begins in Berlin at Stettiner Bahnhof - renamed Nordbahnhof  in 1950 - in the north of what is now the Mitte district . The train initially heads north-west and then swings north-east. Between today's Berlin Ringbahn and the intersection with the Berlin Nordbahn , the railway originally ran on its own route along Grünthaler Straße, which was abandoned in 1897. Today, on the corner of Grüntaler and Osloer Strasse, a plaque commemorates the former route. Since then, the train has been running along the Ringbahn to Gesundbrunnen station , further along the Berlin Nordbahn and swiveling back onto the old route behind Bornholmer Strasse station . Shortly before the Berlin-Karow train station, the Berlin outer ring is crossed at the Karower Kreuz , with connecting curves between the two lines.

At Bernau the route swings a short distance to the east in order to avoid the medieval town center. As far as Angermünde it runs largely parallel to the former federal highway 2 , which it crosses several times in its course. In the north of the city of Eberswalde, the tunnel under the Oder-Havel Canal (Hohenzollern Canal / Großschifffahrtsweg Berlin – Stettin) is one of the most important engineering structures along the route. A little further south was the Eberswalde canal bridge until 2008 .

The last section of the railway leads to the Oder . The last kilometers before the Polish border are only a few hundred meters parallel to the state border of Mecklenburg-Western Pomerania , but this is not passed. About three kilometers after Rosow - and one kilometer south of the Pomellen motorway  border crossing - the route passes the German-Polish border at kilometer 119.6. At Szczecin-Gumieńce (barn) the train meets the Bützow – Szczecin railway line and runs together with it to the Szczecin Główny Central Station . The station is on the banks of the Oder at the foot of the hills on which large parts of the city stand. The reception building does not face the city, but is only separated from the Oder by the Uferstrasse. The railway line was Berlin's first fast connection to the sea.

history

Private railway time

The former Eberswalde waterfall train station is now the Tierpark level crossing

The Berlin-Stettiner Eisenbahn-Comité, based in Stettin, was founded in March 1836 by Stettin and Berlin merchants and bankers, including Joseph Mendelssohn from the Berlin bank Mendelssohn & Co. , under the chairmanship of Stettin's Lord Mayor Andreas Masche with the aim of building a railway from To build Berlin after Stettin . It was hoped that 39,000 people and 20,000 tons of goods could be transported annually, which, with a construction cost of 2.5 million thalers , should lead to a return on investment of a good five percent. The provisional license was granted on July 10, 1836. The Berlin-Szczecin Railway Company was founded around 1840.

The final draft then envisaged costs of 2,724,000 thalers. The increase in costs was mainly based on improvements such as the use of a better superstructure or the relocation of the train station in Szczecin in the immediate vicinity of the Oder in the middle of the business district. However, since only shares for 1,037,000 thalers were subscribed, the old Pomeranian municipal council took on an interest guarantee for six years, 500,000 thalers were raised by the citizens of Szczecin and neighboring landowners. The final concession was granted on October 12, 1840. When the land was acquired, a double-track expansion of the line was planned, the substructure and the larger structures were constructed accordingly.

The general assembly of the company decided on May 26, 1842 to continue the railway to Stargard in Pomerania. The Berlin – Eberswalde Hauptbahnhof line was opened on August 1, 1842, and the line was extended to Angermünde on November 15, 1842. On August 15, 1843, the entire Berlin – Stettin line was officially opened and operations began on August 16, 1843. On May 1, 1846, the Stettin – Stargard section was opened. The Berlin train station in Szczecin was converted into a through station and then renamed Szczecin Hauptbahnhof .

The Stettiner Bahn also profited from the opening of the Ostbahn Kreuz - Schneidemühl - Bromberg in 1851: until 1857, when the Ostbahn line Kreuz - Küstrin - Frankfurt (Oder) - Berlin opened, all Berlin Ostbahn traffic was handled through it.

After the second track from Berlin to Angermünde was put into operation on December 22, 1863, the double-track expansion of the Angermünde – Stettin – Stargard i. P. completed, so that now the entire main line was double-track.

After the nationalization of the BStE on February 1, 1880, the Prussian State Railways took over operations.

State Railroad Time

Remains of the Little Szczecin , station building of the suburban train station in Berlin, Am Nordbahnhof 11

On May 15, 1895, the Herzsprung train station was opened near the village of the same name . On December 12, 1897, the route that had previously run along Grüntaler Strasse in today's Berlin district of Gesundbrunnen , which had several level crossings, was swiveled into the route of the ring railway, so that the route led via the new Gesundbrunnen transfer station . At the height of today's Bornholmer Strasse, the route branched off from the northern line to the east. The freight tracks had already been put into operation on May 1, 1897. Between 1903 and 1906, the subsequent expansion and renovation of the Szczecin train station in Berlin took place, with facilities for the developing suburban traffic being created.

A freight line from Friedrichsfelde to Blankenburg went into operation for freight traffic in 1907 , and was extended a year later via Lübars to Tegel . This industrial line Tegel – Friedrichsfelde crossed under the Stettiner Bahn south of Blankenburg station and was connected to Blankenburg station via a connecting track.

After the rapid growth of road traffic, chaotic conditions arose at the level crossings at the level crossings and here in particular at the garden square, so that the modes of transport had to be separated. In the years 1912 to 1916, the elevation of the railway embankment from Berlin to Bernau and the structural separation of the long-distance and suburban tracks took place in several stages. A possible electrical operation of the suburban tracks was pursued, but not implemented for the time being as a result of the First World War .

Reichsbahn time until 1945

Bernau station (near Berlin)

The electrification of the suburban tracks was started shortly after the end of the First World War. First of all, the AC system common in Germany with overhead lines and 15 kilovolts 16.7 Hertz should be used. However, when the construction work was already in full swing - the first masts were already in place at Pankow - the Deutsche Reichsbahn decided at the last moment in favor of direct current operation with a lateral conductor rail and 800 volts. The hyperinflation in 1923 delayed the construction work, so that the completion could not take place until the summer of 1924. On August 8, 1924, the first electric suburban train ran between the Szczecin suburban train station and Bernau. Since December 1, 1930, the Berlin S-Bahn emerged from it.

The Germania plans of the National Socialists in the 1930s provided for several construction measures along the route. However, only the north-south tunnel for the S-Bahn trains was implemented in 1936 and the associated closure of the suburban train station. Further plans envisaged the recommissioning of the section between the Ringbahn and Nordbahn, which was abandoned in 1897, as well as the expansion of the Pankow freight station to become the northern local freight station. The two projects were not started until the end of the war in 1945.

On January 31, 1943, a serious railway accident occurred at Tantow station when the express train for vacationers at the front , SF 62, crashed into two locomotives after a dispatcher and shunting errors. 38 people died and 16 were also injured.

After 1945

The end of the Second World War had serious consequences for the route. The second track was dismantled in the course of reparations to the Soviet Union . The city of Szczecin came to Poland in 1945 as a result of the border being drawn after the Second World War and was given the name Szczecin. The now cross-border traffic between Angermünde and Szczecin decreased significantly compared to the pre-war period. In passenger transport in particular, the offer was limited to individual trains per day.

In 1950 the Stettiner Bahnhof in Berlin was renamed Nordbahnhof . The closure of the Szczecin train station on May 18, 1952 meant the temporary end of rail operations on the Szczecin Railway in the western part of Berlin. The trains were then led via the Berlin outer ring to Berlin-Lichtenberg station and the Berlin light rail .

In the 1980s, the Berlin-Pankow - Passow section was electrified. The adjacent lines on the Berlin inner and outer ring, the Passow – Stendell line to serve the PCK refinery and the line from Angermünde to Stralsund were also provided with overhead lines . The section between Passow and Szczecin was not included in the electrification. The missing second track on the corresponding section has not yet been rebuilt. The reconstruction of the second track is part of the plans to expand the line from Angermünde to Szczecin.

Post-turnaround time

State border (2008)

From May 27, 1995, the passenger train stops in the former Herzsprung train station, which had since been downgraded to a stop, as well as in Chorin and Welsow-Bruchhagen train stations, and a year later in Schönermark too.

Since the opening of Berlin's main train station on May 27, 2006, most of the passenger train traffic has been routed via the reopened Berlin Gesundbrunnen train station and the new north-south long-distance line with the Tiergarten tunnel , so that travelers along the Szczecin Railway are back on the shortest route to Berlin city center can drive.

By 2007, most of the line between Berlin and Angermünde had been modernized, the railway facilities simplified, and stations and stops renewed. The modernized route sections were connected to electronic signal boxes, which are controlled remotely from the operations center in Berlin-Pankow .

In 2007 and 2008, the Eberswalde canal bridge to cross the Oder-Havel Canal over the Szczecin Railway was replaced by a new building a little further north.

In the 2010s

The condition of the railway line, especially on the section between Angermünde and Stettin, has been criticized many times. While the Polish section between the state border and Szczecin Gumieńce was expanded to a possible line speed of 120 km / h by the end of 2009, the crossings remained unrestricted. There is still no electrification of the single-track section between Passow and Szczecin Gumieńce. The double-track expansion, electrification and upgrading of the entire line to 160 km / h has been planned on the German side for years and is part of the federal investment framework plan as the ABS (Berlin–) Angermünde – border D / PL project .

Negotiations on a departmental agreement between the Federal Republic of Germany and the Republic of Poland on the expansion of the route began in 2003 and were finalized in 2011. After several delays, the agreement was signed on December 20, 2012. Previous plans from 2012 still envisaged electrification between Passow and the border and an increase in speed to 160 km / h, but a double-track expansion was not initially planned due to the forecast train volume. The project was planned to be completed by 2020, and the costs on the German side were estimated at over 100 million euros. Once the construction work has been completed, the travel time between Berlin and Szczecin should be reduced to 90 minutes. In the BVWP 2030 , the electrification costs were estimated at 298.8 million euros. In March 2018 it was finally announced that the parties involved had agreed on the two-pronged expansion including electrification.

The expansion of the route between Blankenburg and Karow started in February 2017. This includes the construction of several new railway overpasses, the crossing structure at Karower Kreuz and an electronic interlocking as well as increasing the line speed to 160 km / h. The work started in February 2017 and will last until around 2021. The section between Pankow and Berlin-Blankenburg was included in the federal government's voluntary noise abatement program with the aim of installing noise protection there by 2017. At the Karower Kreuz, the intersection of the Szczecin Railway with the Berlin outer ring , a new Berlin Karower Kreuz station as a tower station for the regional train and the S-Bahn (line S2) is under discussion.

With the announcement of the draft of the Federal Transport Infrastructure Plan 2030 in March 2016, the route expansion measure was only classified as a "potential need". In the course of public participation, the measure was upgraded to the urgent need of the plan.

In May 2016, in response to a minor inquiry , the federal government announced that the preliminary draft planning for the expansion (service phases 1 and 2 HOAI) is expected to be completed in summer 2016 and the financing agreement for electrification is to be concluded in 2017.

On November 7, 2016, Federal Transport Minister Dobrindt announced that 138 million euros from the federal government's future investment program will be made available for the planning of 21 rail projects, including the Berlin – Szczecin line.

In an answer to a small inquiry, the Brandenburg state government stated on December 19, 2016 that DB AG wanted to carry out the planning approval procedure by 2020. The expansion of the route is expected to be completed in 2024 Template: future / in 4 years. In August 2017, Deutsche Bahn announced that it would continue to plan a single-track expansion, which should only be supplemented by a new crossing station in Casekow. The planning basis was hourly local transport, but not long-distance transport.

The states want to offer the federal government and Deutsche Bahn AG to contribute financially to the additional planning costs for a two-track expansion, said Brandenburg's Prime Minister Dietmar Woidke (SPD) on February 22, 2018 during his "Home Future Tour" in the Uckermark.

"The railway line from Berlin to Szczecin is to be expanded to two tracks throughout." This was announced by the head of Deutsche Bahn, Richard Lutz, on March 13, 2018 at the joint cabinet meeting between Berlin-Brandenburg in Neuhardenberg Castle. Originally, the federal government had only wanted to pay for a partially single-track expansion, which the states rejected as inadequate. The rail board member for infrastructure, Ronald Pofalla, said that although the plans would have to be changed now, the resulting delay should only amount to one year. The new line could possibly go into operation as early as 2023.

As part of the 3rd German-Polish Rail Summit on June 11, 2018 in Potsdam, Ronald Pofalla, Board Member for Infrastructure of Deutsche Bahn, Brandenburg's Infrastructure Minister Kathrin Schneider and Berlin's Senator for Transport Regine Günther issued a joint declaration of intent for the continuous double-track expansion of the Angermünde - German border / Poland of the cross-border railway line Berlin – Stettin (Szczecin) signed. Federal Transport Minister Andreas Scheuer had already signed the document. Berlin and Brandenburg agree to share in the cost of the expansion. The Federal Ministry of Transport is assuming additional costs of 100 million euros.

A new transfer point is to be built near Schönermark. The Angermünde and Passow stations will receive 740 meter long tracks for freight trains.

The expansion of the Berlin – Angermünde (–Stralsund) line to 160 km / h was included in the urgent needs of the Federal Transport Infrastructure Plan 2030 in November 2018 following an economic feasibility study .

On July 9, 2020, the financing agreement for the construction of the second track between Passow and the federal border, the electrification between Angermünde and the federal border and for the expansion to 160 km / h in the Angermünde train station was signed. The state of Brandenburg is also financing the consideration of a possible extension of the platforms originally planned to be 140 meters long at the Passow, Schönow, Casekow, Petershagen and Tantow traffic stations. In Casekow and Tantow, the platforms will be built immediately with the target length of 210 meters as part of the route expansion.

The transport on the regional rail line 66 on the stretch Angermünde-Tantow (border) was originally announced in 2011 in the procedure "Diesel Power Brandenburg" was what later apart for reasons of unexplained roadway support.

literature

  • Kgl. Pr. Minister d. public Work (ed.): Berlin and its railways. 1846-1896. Springer, Berlin 1896 (2 volumes. Reprint. Verlag Ästhetik und Kommunikation, Berlin 1986, ISBN 3-88245-106-8 ).
  • Dieter Grusenick, Erich Morlok, Horst Regling: The Berlin-Stettiner Railway . transpress, Stuttgart 1996, ISBN 3-344-71046-X .
  • Peter Bley: Railway junction Stettin / Szczecin. 170 years of railway history on the lower Oder . VBN Verlag Bernd Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 .
  • The Berlin-Stettiner Eisenbahn with a short history and description of Neustadt-Eberswalde. Oemigke, Berlin 1842 digitized

Web links

Individual evidence

  1. Construction project Angermünde - border D / PL (- Szczecin). Deutsche Bahn, accessed on January 23, 2019 .
  2. ^ Hans Joachim Ritzau: Railway disasters in Germany. Splinters of German history . Vol. 1: Landsberg-Pürgen 1979, p. 137.
  3. Nordkurier, September 11, 2015
  4. Oliver Schwers: Tragedy in the penultimate act . In: Märkische Oderzeitung , June 10, 2009
  5. Oliver Schwers: Unclear information about the expansion of the route . In: Märkische Oderzeitung , December 17, 2009
  6. Peter Neumann, Katharina Zabrzynski: At a slow pace to the neighbor . In: Berliner Zeitung , January 6, 2010
  7. BT-Drs. 16/6047 Answer of the federal government regarding question 16/6047 (PDF; 364 kB)
  8. Declaration of October 30, 2003 ( Memento of December 29, 2010 in the Internet Archive ) (PDF) October 11, 2009
  9. a b Departmental agreement signed between Germany and Poland. (No longer available online.) Federal Ministry of Transport, Building and Urban Development, December 20, 2012, archived from the original on March 12, 2013 ; Retrieved December 21, 2012 .
  10. Vogelsänger for the expansion of the Berlin - Stettin line. State of Brandenburg, Ministry of Infrastructure and Agriculture, November 14, 2012, accessed on November 18, 2012 .
  11. Nordkurier, September 11, 2015 [1]
  12. BVWP 2030, 03-08-2016 ( Memento from August 3, 2016 in the Internet Archive )
  13. ^ The railway line to Stettin is to be double-tracked , Märkische Allgemeine Zeitung from March 13, 2018, accessed on March 25, 2018
  14. ^ Deutsche Welle (www.dw.com): Zbudują drugi tor. Szansa na szybsze połączenia Berlin-Szczecin | DW | 03/15/2018. Retrieved June 12, 2018 (Polish).
  15. a b Andreas Abel: Bahn plans noise protection for residents of the Berlin-Stettin route. In: Berliner Morgenpost . March 10, 2014, accessed March 11, 2014 .
  16. Printed matter 17/10807. (PDF; 30 kB) Berlin House of Representatives, August 15, 2012, accessed on August 31, 2012 .
  17. Federal Transport Infrastructure Plan 2030 draft bill. (PDF; 7.1 MB) (No longer available online.) Federal Ministry of Transport and Digital Infrastructure, March 21, 2016, p. 186 , archived from the original on May 4, 2016 ; accessed on September 6, 2016 .
  18. Report on the authorities and public participation of the BVWP 2030. (PDF; 3.4 MB) Federal Ministry of Transport and Digital Infrastructure, July 27, 2016, p. 97 , accessed on September 6, 2016 .
  19. BT-Drs. 18/8526 Answer of the Federal Government "Improvement of the rail traffic between Germany and Poland - consideration of infrastructure projects in the draft of the Federal Transport Infrastructure Plan " (PDF; 252 kB)
  20. Dobrindt accelerates planning of 21 rail projects. (No longer available online.) In: Press release 172/2016. Federal Ministry of Transport and Digital Infrastructure, November 7, 2016, archived from the original on November 13, 2016 ; accessed on November 13, 2016 .
  21. Single track for 28 kilometers. (No longer available online.) In: rbb-online.de. August 10, 2017, formerly in the original ; accessed on August 21, 2017 .  ( Page no longer available , search in web archives )@1@ 2Template: Toter Link / www.rbb-online.de
  22. Mathias Hausding: More commuter trains in 2018. In: moz.de. March 13, 2018, accessed March 13, 2018 .
  23. 3rd German-Polish rail summit: Two-track expansion of the Berlin-Angermünde-Stettin (Szczecin) line. Deutsche Bahn AG, June 11, 2018, accessed on June 11, 2018 .
  24. ^ PRA 1 Angermünde (e) - Passow (e). Federal Railway Authority, accessed on February 4, 2019 .
  25. Berlin-Stettin: 20 minutes faster from 2026. Deutsche Bahn AG, July 9, 2020, accessed on July 9, 2020 .
  26. Ok for longer platforms. In: Project diary Angermünde - border D / PL (- Szczecin). Deutsche Bahn AG, July 30, 2020, accessed on August 11, 2020 .
  27. Prior information from July 1, 2011 August 14, 2011
  28. Contract notice of December 15, December 17, 2011