Berlin-Szczecin Railway Company

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Route network of the Berlin-Szczecin Railway Company, around 1877

The Berlin-Stettiner Eisenbahn-Gesellschaft ( BStE ) was a private Prussian railway company that existed from 1840 to 1885. The main line of the company was the railway line Berlin - Stettin opened from 1842 to 1843 . By 1877 the company expanded its network to include further routes in Western and Western Pomerania to a total length of around 960 kilometers; it was one of the largest German private railways. On June 13, 1879, the Prussian state bought the company on February 1, 1880. From this point on, operations management was the responsibility of the Royal Railway Directorate of the Berlin-Szczecin Railway. The company continued to exist until it was dissolved five years later.

history

Seal of the Berlin-Szczecin Railway Company

Foundation and construction of the main line

Inspired by Friedrich List's draft of a German railway system from 1833, the publisher of the Börsen-Nachrichten der Ostsee, Adolf Altvater , recommended the chairman of the Stettin merchants to build a railway line between Stettin and Berlin on March 24, 1835 . In the course of the examination of the project, the Szczecin merchants united on May 14, 1835 to form the Berlin-Szczecin Railway Committee, which then came into contact with the Berlin merchants. The committee included Joseph Mendelssohn and Wilhelm Gribel , and the mayor of Szczecin, Andreas Friedrich Masche , was appointed chairman . By the highest cabinet order (AKO) of July 10, 1836, the committee received the provisional concession, subject to conditions. By February 1, 1837, the company statute had to be established and two thirds of the share capital had to be subscribed. In addition, a contract had to be signed with the postal administration , which operated a carriage connection between the two cities.

The committee initially expected investment capital of 1,700,000  thalers and annual operating costs of 100,000 thalers. It was hoped that 39,000 people and 20,000 tons of goods could be transported annually, which should lead to a return on investment of a good five percent. After the first measurements were completed in October 1836, investment costs of around 2,000,000 thalers were estimated. Of this, around 1.55 million thalers were registered for share subscription. The committee commissioned the royal road construction inspector Friedrich Neuhaus with the preparation . After he carried out the further measurements, he determined the total costs at 2,209,616 thalers, of which around 135,000 thalers were for building interest. The increase in costs resulted from the use of a better superstructure and the relocation of the train station in Stettin in the immediate vicinity of the Oder . Neuhaus based his cost estimate on an annual number of travelers of 40,000 people, who would generate income of 105,000 thalers. A further 152,500 thalers should be generated in freight transport, which would result in an annual surplus of 158,500 thalers at operating costs of 90,000 thalers. An interest rate of 7.2 percent would have been possible. At that time, 1.6 million thalers of shares had been subscribed.

Despite the fact that in March 1837 the missing 600,000 thalers had also been drawn, there were delays. With regard to the agreements to be made with the postal administration, not all questions had been resolved, and negotiations with the state authorities on the company statute were still pending. The parallel between the state and the committees of other railway projects led to the adoption of the Prussian Railway Act on November 3, 1838 . Further changes to the route let the costs rise to 2,520,000 thalers.

Ticket for the inaugural trip Berlin - Eberswalde, 1842
Szczecin railway station, around 1843

As a result of the nearly three year delays, the committee released its shareholders in February 1839 to reclaim their subscriptions or to reduce their holdings. Most shareholders made use of this right, so that after adding up the new subscriptions at the same time, only around 762,000 thalers were available. The city of Stettin then agreed to subscribe for 100,000 thalers, but the city of Berlin did not participate. While the total costs rose further to 2,724,000 thalers, at the end of 1839 only 1,051,000 thalers shares were subscribed. As a result, the old Western Pomerania municipal council took on an interest guarantee for six years after the railway went into operation for around 1.6 million thalers still to be subscribed. The Prussian King Friedrich Wilhelm III. agreed to the project on February 3, 1840, whereupon the city of Stettin signed another 500,000 thalers.

In May 1840 the committee announced that 2,731,250 thalers had been drawn. This sum accounted for:

  • 1,203,900 thalers from Szczecin
  • 0.442,650 thalers from the rest of the province of Pomerania
  • 0.720,100 thalers from Berlin
  • 0.364,600 thalers from other towns and regions

On June 13, the committee invited to a three-day general assembly, at which the Berlin-Stettiner Eisenbahn-Gesellschaft was constituted. The adopted company statute regulated in 60 paragraphs the establishment and purpose of the company, rights and obligations of the shareholders, administration of common affairs and the like. Szczecin was chosen as the seat of the company, where the five members of the board of directors also resided. According to the statutes, at least four of the twelve members of the Board of Directors had to be resident in Szczecin and four others in Berlin. The investment capital was set at 2,724,000 thalers. The general assembly elected the members of the board of directors and the administrative board. At the same time, the Oberwegebau inspector Neuhaus was entrusted with the construction management and the execution of the railway.

The groundbreaking ceremony took place on August 3rd near Eberswalde , and in May 1841 the entire line was under construction. The work initially concentrated on the Berlin - Eberswalde section. On February 19, 1842, the first test drive with the Oder locomotive was carried out. It led from Eberswalde about half a Prussian mile in the direction of Berlin. On July 30, 1842, the ceremonial opening trip took place, two days later the regular start of operation with two passenger trains per day in each direction. The line was the fifth railway in Prussia when it started operating. On November 15, 1842, the company opened the Eberswalde - Angermünde line . Unrestricted freight traffic was started on December 12, 1842 after enough wagons were available. Up until then, the company had transported smaller quantities of goods and express goods on passenger trains .

Further extensive changes to the building and the vehicles caused the project costs to rise further. In addition to the approved 2,724,000 thalers, there were additional costs of 957,397 thalers. Since, on the other hand, it was to be expected that the railway would attract more than originally expected, the general assembly on May 26, 1842 approved a capital increase of 500,000 thalers.

From mid-July 1843, the first test drives took place on the last section, which was opened on August 15, 1843 with the participation of King Friedrich Wilhelm IV. In the annual report for 1844, the company announced that it had spent 3,803,734 thalers on the construction of the railway, and another 255,521 thalers were earmarked for remaining work.

Extension to Stargard and integration into the Ostbahn network

With the concession of 1840 the company was granted the right to expand its routes. The General Assembly therefore discussed on May 26, 1842 the extension of the main line from Stettin to Stargard . She hoped that this would provide a better starting position for expansion into West and East Prussia . The shareholders consented to the project subject to the condition that the state agreed to undertake the preparatory work or at least the costs. On December 26, 1842, the latter approved a contribution of 3800 thalers through the highest cabinet order. In addition, it left the company partially with the required land. In a further cabinet order dated May 24, 1843, the BStE was approved to build a fixed crossing of the Oder, provided that this did not impair shipping. The order also explicitly stated that the extension of the route would not result in any entitlement to further railways to the east.

The general assembly decided on May 26, 1843 to build the extension. At the same time it increased the company's share capital by 1.5 million to 4,224,000 thalers. In addition to the new line, 300,000 thalers were earmarked for remaining work on the main line and 100,000 thalers for the reserve fund . The company statute was changed accordingly and approved by cabinet order of January 26, 1844.

The route had several engineering structures in the area of ​​the Oder valley. Six larger bridges crossed the Oder, Parnitz, Kleine Reglitz, Brünnekenstrom, Große Reglitz and Zeglin one after the other. The construction of swing bridges was planned over the first two streams . Since the finance minister's building permit was still pending due to construction changes, the company had interim bridges built so that the route could be completed on time. On May 1, 1846, the line went into operation for regular passenger and freight traffic. The swing bridges were completed the following year.

Due to the fortification regulations for the city of Szczecin, it was not possible to cross the Oder in a direct connection to the train station. The bridge was built at the southern end of the station, so that trains to and from Stargard a switchback ride had. After the fortifications had been razed, the station could be converted into a through station in 1869.

The route to Stargard did not meet expectations; In 1846 a grant of 46,264 thalers was required. At the same time, the Stargard-Poznan Railway Company was formed . The company, which is also based in Szczecin, planned a connection from Stargard to Poznan and was interested in continuous operation as far as Szczecin, which in turn suited the BStE. On July 1, 1847, the two companies signed an initial six-year lease. The Stargard-Poznan Railway therefore bore all the operating and maintenance costs of the line with the exception of the section in the Oder Valley and was entitled to use various BStE facilities. Most of the staff was also transferred to the Stargard-Poznan Railway, while the locomotives and cars procured for the branch remained with BStE. The line was opened in two steps by August 10, 1848.

Since the Stargard-Poznan Railway only opened up sparsely populated areas, it fell short of their expectations. It therefore ceded management and operations on July 1, 1851 to the Royal Railway Directorate of the Eastern Railway in Bromberg . This drove the construction of a rail link from Berlin to East Prussia. On July 27, 1851, the management opened the connection from Kreuz via Schneidemühl to Bromberg, followed by the route from Bromberg via Dirschau to Danzig on August 6, 1852 . Until the opening of the shorter connection from Kreuz via Küstrin to Frankfurt (Oder) in 1857, the Ostbahn traffic from and to Berlin was handled via it.

Eastern Pomeranian Railway

The extension of Stargard to Western Pomerania took place at the instigation of the state and granted an interest guarantee . With this, Prussia secured the right to take over if the routes were not to make a profit in the long term. On August 18, 1856, the BStE was granted the concession for the Stargard - Belgard  - Köslin and Belgard - Kolberg lines . These were opened on June 1, 1859. As a result of the line extension, the lease with the Stargard-Poznan Railway Company on the Stettin - Stargard line ended on January 1, 1860.

In January 1867 it was decided to extend the main line from Köslin via Stolp to Danzig. After the concession was granted on April 24, 1867, the approximately 200-kilometer route was opened in three sections, on September 1, 1869 from Köslin to Stolp, on July 1, 1870 from Danzig to Sopot and on September 1, 1870 missing section between Stolp and Sopot. The routes were again built with an interest rate guarantee.

Western Pomerania Railway

Greifswald station, 1868
Stralsund train station, around 1870

The city of Prenzlau in the Uckermark tried to connect to it when the main line was built. Despite a commitment of 50,000 thalers if the route was changed, only a train station was built in Passow , from where there was a carriage connection. In the mid-1840s, the city applied for the construction of a branch line from Passow station , with support from the West Pomeranian cities of Anklam and Greifswald . In Stralsund , plans for a competing route to Berlin via Neubrandenburg appeared at the same time . Friedrich Wilhelm IV initially licensed this railway , later called the Berlin Northern Railway. On November 16, 1853, the king approved the construction of the Passow - Greifswald line, and he also approved two branch lines from Züssow to Wolgast and from Stettin to Pasewalk . He had reserved a decision for an extension to Stralsund. However, the company did not tackle the construction because the state refused to provide the required land free of charge and to participate financially in the construction.

In 1860 the southern starting point of the railway was set in Angermünde, which the company hoped for a better connection in this direction to Berlin. Stralsund, which until then had adhered to the plans for the Northern Railway, changed its mind after the temporary failure of this project. In December 1860, the New Western Pomerania municipal council approved the extension to Stralsund. At the beginning of 1861 the Prussian state agreed to support the construction financially. In April 1861, the general assembly of the BStE approved the project. The Prussian mansion granted shortly thereafter a guaranteed interest rate of 4.5 percent on assets up to a height of 12 million dollars. Among other things, the state reserved the right to take over the management and operation of the railways for five consecutive calendar years if a subsidy was paid . The corresponding law was passed on May 22, 1861, and the new King Wilhelm I signed the license on June 21, 1861. The permit also included the Züssow - Wolgast and Stettin - Pasewalk branch lines.

The Angermünde-Stralsund branch line was opened in 1863 in two sections. On March 16, the section between Angermünde and Anklam including the Pasewalk - Stettin branch line went into operation. The opening trip to Stralsund took place on October 26th and 27th in the presence of Wilhelm I. On November 1, 1863, operations began between Anklam and Stralsund, together with the Züssow - Wolgast line .

The connection between Stettin and Pasewalk was extended three years later, on December 15, 1866, to Strasburg (Uckermark) , where from January 1, 1867 there was a connection to the network of the Mecklenburg Friedrich-Franz Railway . After further line openings in the west of Mecklenburg, there was a continuous rail connection from Stettin to Lübeck from 1870 .

Competitive line to the Baltic Sea

Prospectus of the 1876 bonds of the Berlin-Szczecin Railway Company

After Eberswald's connection to the railway, merchants from Wriezen and Freienwalde tried to build a branch line into the Oderbruch . The Oberpräsidium Potsdam responded positively to a corresponding application from the spring of 1859, whereupon the district administrator of the Oberbarnim district , Alexis von Haeseler , initiated the establishment of a railway committee. The negotiations that followed with the BStE initially dragged on. Prussia's Minister of Commerce Itzenplitz assessed the project positively, as it seemed to her to be of greater importance after the extension to the Ostbahn Berlin - Küstrin . On December 7, 1863, the concession for the construction of the nearly 30-kilometer-long railway was issued. On December 15, 1866, the Eberswalde - Wriezen branch line went into operation.

In 1872 the company made the decision to build a branch line Ducherow - Swinoujscie . Older projects envisaged a similar route via Anklam with a possible continuation via Friedland to Neubrandenburg . At the same time, the Breslau-Schweidnitz-Freiburg Railway Company (BSF) planned a connection to Swinoujscie via Wollin . The Prussian Minister of Commerce declined to participate in the project and recommended financing from private donors. The Swinoujscie Railway was also intended to be part of a long-distance connection from the Upper Silesian coal mine to the Baltic Sea . It was thus in direct competition with the railway line Breslau - Cüstrin - Stettin of the BSF. With the train to Świnoujście, the company wanted to offer an alternative to the Szczecin port, if it would not have been possible to call at it if the Szczecin Lagoon was frozen over.

The financing was provided by a consortium led by the Mendelssohn bank , which also included the Prussian Sea Trade , the Disconto-Gesellschaft and the Rothschild bank . On December 11, 1872 the routes were licensed. In 1873, work began on building the line. The start of operations between Ducherow on the Angermünde-Stralsund Railway and Swinemünde took place on May 15, 1876. The southern extension of the Wriezen - Letschin line went into operation in 1876 , followed by the Angermünde - Freienwalde and Letschin - Seelow - Frankfurt (Oder) lines in 1877 .

Takeover by the Prussian state

Law Concerning the Acquisition of Several Private Railways for the State , 1879

From the mid-1870s, the Prussian state intensified its efforts to nationalize the private railway companies. Due to the founder crash of 1873, many companies were economically weakened, so that a favorable time for the state to buy the companies resulted. On January 1, 1878, Prussia took over the administration and operation of the Hinterpommersche Bahn by virtue of the takeover rights granted to it by the interest guarantee. In the end, the routes did not achieve the desired results and charged the tax authorities in 1877 with 19.9 million marks. The routes were subordinated to the Royal Railway Directorate (KED) of the Eastern Railway in Bromberg .

A similar situation was observed on the Western Pomerania Railway, which in 1878 charged the tax authorities with 14.8 million marks. The company only made profits on the main line. Nevertheless, the existence of the Breslau-Stettin line operated by the Breslau-Schweidnitz-Freiburg Railway Company and the Berlin Northern Railway, which opened in 1877, was threatened. The board of directors therefore offered the state to purchase the company. After the shareholders approved the project on May 29, 1879, the purchase agreement was concluded on June 13, 1879. Management and operation of the railway were to be carried out retrospectively to January 1, 1879 for the account of the state. The transfer of ownership was scheduled for the beginning of the second month after the conclusion of the purchase contract.

The Prussian House of Representatives adopted on 20 December 1879 Law on the acquisition of several private companies by the state. On December 29, 1879, the very highest cabinet folder was issued on the establishment of the Royal Railway Directorate of the Berlin-Szczecin Railway based in Szczecin. The management took its seat in the former business building of the BStE, where it carried out its activities on behalf of the state until the transfer of ownership on February 1, 1880. The board of directors continued to exist as a debtor until the state took over the bonds in 1885.

The Royal Railway Directorate of the Berlin-Szczecin Railway, which had only existed for a year, was dissolved by cabinet order from February 23, 1881 to March 31, 1881 and the management of the routes was transferred to the Royal Railway Directorate Berlin . Two works offices were set up in Szczecin. The Berlin-Stettin operations office was responsible for the main Berlin - Stettin - Stargard line and the lines to the east of it, while the Berlin-Stralsund operations office was responsible for the Western Pomerania Railway and its branch lines. The Hinterpommerschen Bahnen remained with KED Bromberg , which from 1890 was responsible for the Stettin - Stargard section.

As part of the reorganization of the Prussian railway directorates, the KED Stettin was re-established on April 1, 1895. In addition to other routes, this comprised most of the route network of the former BStE. The Berlin - Bernau section of the main line remained with KED Berlin. A section of the Eberswalde - Frankfurt (Oder) route came to KED Posen .

Route network

Stettiner Bahnhof in Berlin, around 1875

The BStE network was divided into four sub-areas. This division is due to the interest guarantees that were guaranteed by the state during the construction of the Western Pomerania and Western Pomerania railways. The division into the subnets

  • Network A: main line
  • Networks B and D: Western Pomerania Railway
  • Network C: Western Pomerania Railway

was also reflected in the designation of the locomotives. In addition to the main line Berlin - Stettin - Stargard, the main line included the lines east of this line. The Western Pomerania Railway comprised the Stargard - Köslin / Kolberg and Kolberg - Danzig lines, the Western Pomerania Railway comprised the Angermünde - Stralsund lines and their branches. The total route length was around 960 kilometers, depending on the source, the information varies between 956 and 994 kilometers. Of this, 805 kilometers were classified as the main line , the remaining sections as a branch line .

Most of the lines were single-track, and in some cases an extension to two tracks was taken into account when the track was built. The Berlin - Angermünde section received the second track in 1863. From 1873 the Angermünde - Stettin - Stargard line was double-tracked. Further sections followed after the nationalization.

Route overview
Route section Length
(in km) 		opening network
Berlin - Eberswalde 045.2 07/30/1842 A.
Eberswalde - Angermünde 025.6 11/15/1842 A.
Angermünde - Szczecin 063.7 08/15/1843 A.
Szczecin - Stargard 034.5 05/01/1846 A.
Stargard - Koslin 135.3 06/01/1859 B.
Belgard - Kolberg 035.8 06/01/1859 B.
Kolberg harbor railway 001.4 06/01/1859 B.
Angermünde - Anklam 104.6 March 16, 1863 C.
Szczecin - Pasewalk 041.9 March 16, 1863 C.
Anklam - Stralsund 065.2 11/01/1863 C.
Züssow - Wolgast 017.8 11/01/1863 C.
Stralsund port railway 003.2 11/01/1863 C.
Wolgast - Wolgast harbor 001.6 08/23/1864 C.
Greifswald port railway 002.7 03/10/1865 C.
Eberswalde - Wriezen 030.2 December 15, 1866 A.
Pasewalk - Strasburg 023.7 December 15, 1866 A / C
Niederfinow port railway 001.2 00.00.1868 A.
Köslin - Stolp 067.1 07/01/1869 D.
Gdansk - Sopot 011.7 07/01/1870 D.
Stolp - Sopot 119.5 09/01/1870 D.
Ducherow - Swinoujscie 037.8 05/15/1876 A / C
Wriezen - Letschin 017.7 07/01/1876 A.
Angermünde - Freienwalde 030.0 01/01/1877 A.
Letschin - Seelow 011.9 01/01/1877 A.
Seelow - Frankfurt (Oder) 024.0 05/15/1877 A.
Stettin freight line 001.2 08/01/1877 A.
Swinoujscie port railway 001.9 1/15/1878 A / C
Frankfurt (Oder) - Frankfurt (Oder) Vbf 002.4 01/01/1879 A.
Connection to the Berlin Ringbahn 001.3 00.00.1880 A.

vehicles

BIESENTHAL , built in 1864
COUNT OF ITZENPLITZ , built in 1869
FIDES , built in 1870

Locomotives

Development of the locomotive park

Neuhaus' estimate from 1839 provided for the procurement of ten locomotives. Of the first machines, two were manufactured by Sharp, Roberts and Company in Manchester and two more by Norris in Philadelphia . One of the American locomotives is said to have sunk during the crossing. The locomotives were available for construction and test trains. For the opening of the Berlin - Eberswalde section, Borsig supplied three more machines. Two of the locomotives were of the Norris locomotive design (2A n2), the third was of the 1A1 n2 design. The locomotive was christened BAER and pulled the inaugural train. The BLÜCHER was used for the continuation to Angermünde , the opening train to Stettin in 1843 was hauled by the Borsig machines BAER and HERCULES . In the same year a race took place at Chorin , in which the English machines were left behind compared to a locomotive from Borsig.

At the German railways plant . - Statistical-historical presentation of its origin, its relationship to the state authority, as well as its administrative and operational facilities. From the year 1843 by Friedrich Wilhelm von Reden (on page 248) the following first ten locomotives are listed:

In the first two decades, Borsig became a regular supplier to BStE, and until 1859 the company only ordered from Borsig. With the opening of the Western Pomerania Railway from Stargard to Köslin and Kolberg, two locomotives from Stettiner Maschinenbau AG Vulcan were used for the first time. From 1869 the BStE also used other manufacturers such as Wöhlert and Schwartzkopff .

In the first 20 years of operation, the machines with the 1A1 wheel arrangement dominated, as they could be used universally in the lowlands. With the increase in wagon loads, they were mainly to be found in passenger train service from the 1860s. From this time on, the freight trains were hauled by B- and C-coupled locomotives. From 1869 the BStE procured the same locomotives for its four sub-networks. Seven years later the larger Prussian private railways agreed to procure uniform types. Initially, a passenger  locomotive - the later P 2 - and a freight locomotive - the later G 3  - were planned.

By the end of 1842 the company had nine locomotives in stock. In 1843 there were 14 locomotives, in 1850 there were 26 and in 1860 there were 58 locomotives. At the end of 1876, 308 locomotives were in use on all four sub-networks. In 1881 six locomotives were delivered, which were ordered before nationalization. The company purchased a total of 365 locomotives from twelve manufacturers.

208 locomotives were in use on network A, 59 locomotives ran on network B, 55 on network C and 43 locomotives on network D.

Designation of the locomotives

The locomotives were initially designated by names in capital letters . The names were based, for example, on places along the route ( BERLIN , ANGERMÜNDE , STETTIN ), on animals ( BAER , ELEPHANT , ADLER ) or figures from mythology ( HERCULES , PROMETHEUS , AJAX ). Individual names were reassigned after the machines were taken out of service. From 1858 the company also provided its locomotives with company numbers. This was made up of an identification letter for the subnetwork (A, B, C and D) and an attached serial number. The locomotive and tender were given the same number. The vehicles from network A had the operating numbers 1-50, later also 151-173, the locomotives from network B the numbers 51-83, from network C 101-136 and from network D 201-234. In 1873 the BStE introduced a new numbering plan. The code letter was combined with a number corresponding to the vehicle type. Numbers from 1 were for rapid and passenger locomotives with a Tender provided numbers from 101 for freight locomotives with a tender and numbers from 201 to tank locomotives . Each network counted for itself. The names of the older locomotives continued to exist parallel to this, the vehicles procured after 1873 were given no names. From 1883 the vehicles were sorted according to the Prussian State Railways designation scheme, consisting of the director's name and a serial number.

Passenger cars and freight wagons

Wagon inventory
year Network A Network B Network C Network D total
Passenger coaches
1843 61 - - - 61
1860 - - 80
1870 111 50 95 42 298
1876 234 110
1878 229 68 111 118 526
Freight wagons
1843 134 - - - 134
1860 - - 204
1870 670 344 638 368 2020
1876 2107 808
1877 2105 600 808 637 4150

The company initially procured around 200 wagons, 78 of which were passenger coaches and two freight wagons approved for passenger transport. The passenger car park consisted of 25 two-axle passenger cars (four 1st class cars, ten 2nd class cars, eleven 3rd class cars), 36 three-axle passenger cars (two 1st / 2nd class cars, ten 2nd class cars, 24 cars 3rd class), eight two-axle baggage cars , three mail cars and six four-axle heating cars . For the end of 1843 a stock of 61 passenger coaches and 134 freight wagons is named.

Remarks

  1. ↑ to 1875: Neustadt-Eberswalde
  2. ↑ approx. 3.7 kilometers
  3. ^ To 1894: Colberg
  4. ^ To 1902: Anclam
  5. ↑ a b c With regard to the Ducherow - Swinoujscie (including port railway) and Pasewalk - Strasburg routes, there are different statements as to whether these were assigned to network A or network C.

literature

  • Kgl. Pr. Minister d. public Work (Ed.): Berlin and his railways 1846–1896. Springer, Berlin 1896, ISBN 3-88245-106-8 (reprint 1982).
  • Dieter Grusenick, Erich Morlok, Horst Regling: The Berlin-Stettiner Railway . transpress, Stuttgart 1996, ISBN 3-344-71046-X .
  • 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

  1. ^ From the chronicle of the Berlin-Szczecin Railway and the Berlin-Pankow marshalling yard . In: Lichtenberger Eisenbahnfreunde (Ed.): 100 years of the Berlin-Pankow marshalling yard. 100 years of the Pankow depot . Berlin August 1, 1993, p. 5-13 .
  2. ^ A b Horst Regling, Dieter Grusenick, Erich Morlok: The Berlin-Stettiner Railway . transpress, Stuttgart 1996, ISBN 3-344-71046-X , p. 7-14 .
  3. ↑ Rudi Buchweitz, Rudi Dobbert, Wolfhard Noack: Railway Directorates Stettin, Pasewalk and Greifswald 1851–1990 . 2nd Edition. VBN Verlag B. Neddermeyer, Berlin 2011, ISBN 978-3-933254-76-4 , p. 7-11 .
  4. ↑ a b c d e f Peter Bley: Railway junction Stettin / Szczecin . VBN Verlag B. Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 , pp. 9-23 .
  5. ^ A b Horst Regling, Dieter Grusenick, Erich Morlok: The Berlin-Stettiner Railway . transpress, Stuttgart 1996, ISBN 3-344-71046-X , p. 15-22 .
  6. ^ A b Peter Bley: Railway junction Stettin / Szczecin . VBN Verlag B. Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 , pp. 24-33 .
  7. ↑ a b c d e f g Peter Bley: Railway junction Stettin / Szczecin . VBN Verlag B. Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 , pp. 34-39 .
  8. ^ Peter Bley: Railway junction Stettin / Szczecin . VBN Verlag B. Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 , pp. 42-50 .
  9. ↑ a b c d e f g Peter Bley: Railway junction Stettin / Szczecin . VBN Verlag B. Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 , pp. 40-41 .
  10. ↑ a b c d e f g Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 7-15 .
  11. ↑ a b Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 15-19 .
  12. ↑ Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 20-31 .
  13. ^ Rudi Buchweitz: Branch lines of the Berlin-Szczecin Railway . VNB Verlag B. Neddermeyer, Berlin 2012, ISBN 978-3-941712-26-3 , p. 125-126 .
  14. ↑ Andreas Wegemund: railway junction Eberswalde . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-25-6 , pp. 161-162 .
  15. ↑ a b Johannes Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 7-14 .
  16. ↑ a b c Peter Bley: Railway junction Stettin / Szczecin . VBN Verlag B. Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 , pp. 51-56 .
  17. ↑ See file: BSEG-Obligationen1876.jpg
  18. ↑ a b c Horst Regling, Dieter Grusenick, Erich Morlok: The Berlin-Stettiner Railway . transpress, Stuttgart 1996, ISBN 3-344-71046-X , p. 79-80 .
  19. ↑ a b c Peter Bley: Railway junction Stettin / Szczecin . VBN Verlag B. Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 , pp. 63-73 .
  20. ↑ a b c Andreas Wegemund: The depot Pasewalk. From 01 to 99 - vehicle use on three gauges . LOK Report-Verlag, Berlin 2011, ISBN 978-3-935909-18-1 , p. 10-17 .
  21. ↑ Horst Regling, Dieter Grusenick, Erich Morlok: The Berlin-Stettin Railway . transpress, Stuttgart 1996, ISBN 3-344-71046-X , p. 80-82 .
  22. ^ Lothar Meyer: Route map of the Reichsbahndirektion Osten according to the status of 1938, divided according to the affiliation of the routes in 1914. In: eisenbahnfreunde-ffo.transnet.de. Retrieved May 16, 2016 .
  23. ↑ Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 69-71 .
  24. ↑ Andreas Wegemund: railway junction Eberswalde . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-25-6 , pp. 28-34 .
  25. ^ Rudi Buchweitz: Branch lines of the Berlin-Szczecin Railway . VNB Verlag B. Neddermeyer, Berlin 2012, ISBN 978-3-941712-26-3 , p. 26-29 .
  26. ↑ Horst Regling, Dieter Grusenick, Erich Morlok: The Berlin-Stettin Railway . transpress, Stuttgart 1996, ISBN 3-344-71046-X , p. 86-87 .
  27. ↑ a b c d Peter Bley: Railway junction Stettin / Szczecin . VBN Verlag B. Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 , pp. 57 .
  28. ^ A b Horst Regling, Dieter Grusenick, Erich Morlok: The Berlin-Stettiner Railway . transpress, Stuttgart 1996, ISBN 3-344-71046-X , p. 87-90 .
  29. ↑ Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 60-68 .
  30. ↑ a b Andreas Wegemund: Eberswalde railway junction . VBN Verlag B. Neddermeyer, Berlin 2013, ISBN 978-3-941712-25-6 , pp. 117-124 .
  31. ↑ a b Andreas Wegemund: The depot Pasewalk. From 01 to 99 - vehicle use on three gauges . LOK Report-Verlag, Berlin 2011, ISBN 978-3-935909-18-1 , p. 24-28 .
  32. ^ Rudi Buchweitz: Branch lines of the Berlin-Szczecin Railway . VNB Verlag B. Neddermeyer, Berlin 2012, ISBN 978-3-941712-26-3 , p. 157-159 .