Boizenburg city and port railway

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Boizenburger Stadt- und Hafenbahn (BSHb)
BoizenburgElbe-Wappen2.svg
Route number (DB) : 6959
Course book range : 110f (1944)
Route length: 3.06 km
Gauge : 1435 mm ( standard gauge )

The Boizenburger Stadt- und Hafenbahn (BSHb) operated a branch line in the town of Boizenburg in the southwest of what is now Mecklenburg-Western Pomerania .

history

Share over 1000 marks in the Boizenburg city and port railway from July 1, 1890
Light rail at the level of the locomotive shed / old city station around 1900.
At the city station around 1910

The construction of a railway from Boizenburger Bahnhof on the Hamburg – Berlin railway line to Boizenburg harbor was discussed as early as 1847. In the following decades, however, the construction of the line could not be realized.

On June 14, 1889, the “Boizenburger Stadt- und Hafenbahn” was finally founded in the presence of the Boizenburg mayor Burmeister and other personalities of the city in the Boizenburg town hall . The now necessary license was granted by the government of the Grand Duchy of Mecklenburg-Schwerin on November 13, 1889. It comprised the construction of the 2.57 km long route between the city and the Boizenburg train station of the Berlin-Hamburg Railway and its operation. The construction work was carried out by the Stettiner Eisenbahnbau Gesellschaft Lenz & Co under the supervision of the builder Becker. For the construction and operation of the Boizenburg light rail and port railway, the " Railway regulations for German railways of secondary importance: from June 12, 1878 " were binding. The Royal Railway Directorate Altona was designated as the supervisory authority.

Operation on the standard-gauge , single-track line was opened on August 1 for freight traffic and on September 1, 1890 for passenger traffic. Two two-axle steam locomotives of type Bn2t built in 1883 were part of the vehicle fleet during these years. Passenger and goods traffic was initially ensured with one passenger car and one freight car. In these early years of operation, eight officials and workers did their job with the light rail. As the technical manager, the Königl. Master builder Harms the operation of the port and light rail. Machine inspector Dieckmann supervised the machine and vehicle fleet of the municipal railway.

In the first year of operation, the railway carried 25,000 people and 19,700 tons of wagon loads. The operational management could be guaranteed with the income from the operation.

In 1895 the light rail system was hit by floods and therefore had to temporarily stop operating. It was not until 1925 that effective flood protection measures were taken at the city station.

The annual rifle festival was the highlight of urban life in the 1910s. So it was decided in 1914 to build a loading ramp at the city station. The loading ramp should, among other things, enable loading and unloading of the showman's wagons.

Until 1920, the Stadt- und Hafenbahn was owned by the stock corporation founded on January 7, 1890 , in which the operating company Lenz & Co. , which also ran the company, held 50 percent . The city of Boizenburg and other private individuals held the remaining shares. In 1920 the city of Boizenburg took over 100 percent of Stadt- und Hafenbahn AG at a price of ℛℳ 1000 per share. On July 31, 1925, the general assembly of the Stadt- und Hafenbahn AG decided that the assets should be taken over by the city of Boizenburg. This resulted in the dissolution of the stock corporation. The city now ran the railway as a municipal company and also used buses . The administration was led by a board of directors, which consisted equally of city representatives and residents. The chairman and managing director was the mayor of Boizenburg. In 1927 Stadt- und Hafenbahn AG was finally deleted from commercial register no.89.

In order to make the operation of the city and port railways more effective, in 1932 the operation of the port transshipment was combined with the transport operation of the city railroad. Not only organizational changes took place, a full gantry slewing crane was purchased for the sum of 30,000 ℛℳ and the quay was expanded with an investment of 120,000 ℛℳ. The operation of the light rail and port railway now included the port handling operation, the motor vehicle operation with buses and trucks, as well as the associated workshop.

In 1938 the new administration building for the city and port railway was built according to a design by the architect Bentrup, consisting of a reception building and a goods shed. During the Second World War, the transport volume of the city and port railways increased due to the overall circumstances. This also had a negative impact on the overall condition of the technical systems of the light rail, so necessary maintenance could not be carried out due to a lack of personnel and materials. The staff shortage also led to a fundamental change in the staffing, so women were used in conductors for the first time . In 1944, ten pairs of trains and other special trains ran on the route every day. In the same year, the light rail system also had the highest number of people carried in its entire history, a total of 668,500 people. In contrast, there were the goods to be transported for the large Boizenburg companies that had converted to armaments production, but the amount of goods transported decreased steadily during the war. Although the Boizenburg port area was the target of air raids in March / April 1945 , the track and the station building of the city station survived these almost unscathed.

After the Second World War - from 1947 - the Stadtbahn was subordinated to the Directorate (Friedland) of the main railroad administration in Mecklenburg-Western Pomerania and from April 1, 1949 to the Deutsche Reichsbahn . The attempt of the Boizenburger city council assembly to nationalize the port u. Preventing the city railroad proved to be hopeless. During this time, the railway had a workforce of 50 employees, including the employees of the quay operation. The clay deliveries from Okrilla , for the “Kurt Bürger” tile factory, which arrived in the city harbor by water , were transported from the city harbor directly to the tile factory by rail. The tile factory had had its own siding for a long time. With the increasing shift of transport from waterways to rail, the transport volume of the light rail system later declined significantly. The passenger traffic was handled by a steam locomotive or later by diesel locomotives and three passenger cars when the number of passengers increased. When the workload was lower, the rail bus took over the task of transporting passengers until 1956. The scheduled passenger transport was finally discontinued on May 28, 1967, followed by four VEB Kraftverkehr Hagenow buses. However, the route remained in operation for freight traffic. The Elbe shipyard Boizenburg also continued to use the route for freight transport.

In 1972 the line of the light rail was used again for a short time for passenger transport. In November, several hundred border soldiers were sworn in on the Ziegenwiese , so a class 118 diesel locomotive with 15 passenger cars was used to transport the soldiers to the former Stiftsbrücke stop. Due to the poor condition of the tracks, the diesel locomotive with the attached passenger car could only move at walking pace. The poor condition of the track network made extensive renovation work necessary, which was finally carried out in 1975.

Another special event was the 725th anniversary of the city ​​of Boizenburg in July 1980. On this occasion and on the occasion of the 90th anniversary of the Stadtbahn, a special trip was organized on July 24th, 1980. For this purpose, VEB Fliesenwerke "Kurt Bürger" provided one of the company's own diesel locomotives, while the Deutsche Reichsbahn provided three passenger cars. The event was very popular among the population, so a total of 1500 people took the opportunity to take a ride. With this special trip, the chapter of passenger transport on this route ended.

On January 1, 1998, freight traffic and rail operations were also finally stopped. In September 2005, the dismantling of the entire track system and the bridge over the "Alte Boize" began. With the dismantling of the tracks, the 110-year history of the Boizenburg city and port railway also ended.

Route and tariff description

Route description

Route
Legend
Route - straight ahead
 from Berlin
Station, station
 0.0 Boizenburg (Elbe)
   
 to Hamburg
   
 from the Boizenburg tile factory
   
 "Old" Boize
   
 to the Boizenburg tile factory
   
 2.0 Stiftsbrücke
   
 to the mill Hinselmann
   
 to the Minol warehouse Gebr. Voss
   
 Quobbe
   
 2.6 Boizenburg (Elbe) city
   
 to the locomotive shed u. Lechler company
   
 2.7 to the port (VEB inland port)
   
 Festplatz (only if required)
   
 3.0 Elbe shipyard

The 2.57-kilometer route led from the state train station on the Berlin-Hamburg railway, which opened in 1846, to the city train station, and for goods traffic to the north quay of the port on the Elbe , it then ended on the site of the Elbe shipyard. The route led over two bridges, these crossed the "old" Boize and the Quöbbe. Part of the route ran along the Boize . Finally, a railway embankment had to be built - at the highest point 1.50 m high. This stretched from the sidings of the tile works - which were added only after 1903 - to the Stiftstrasse crossing, which compensated for the gradient in the direction of the city.

Seven pairs of trains ran daily on the route , which were connected to the train connections on the Hamburg – Berlin route. An imminent departure from the state train station was communicated to the city train station by telephone, for this purpose a telephone booth was set up on the track of the city railway at the state train station. The travel time between the state train station and the city train station was 7 minutes. There were no intermediate stops until the mid-1930s, the Stiftsbrücke stop was only added after the Stiftstrasse had been expanded. At this stopping point, a wooden shelter was built for the passengers, in which the technical devices for the optical warning system of the Stiftstrasse crossing were also housed. Another stopping point - at the height of today's ferry route - was set up for the annual rifle festival near the fairground. The Stadtpark (fairground) stop was only approached when required.

Over the years, several companies have been given direct connections to the light rail route. The wall panel factory founded in 1903 received two sidings . This was followed by the sidings to the Hinselmann watermill , which, however, were dismantled again during the economic crisis of the 1920s. In 1941 a siding was laid to the company of the Voss brothers (Minol), which was dismantled during the renovation work on the line in 1975. In front of the locomotive shed - behind the city station - another siding branched off, which in turn led to the Lechler company. The siding to the quay system laid in 1932 led to a grain loading system and the loading system for tiles of the Duensing-Bicheroux wall panel factory. The latter area was later used by the Elbe shipyard . The main track led directly to the Elbe shipyard, where there was a combined head-side ramp. Also worth mentioning is the ramp at the locomotive shed, from which the coaling of the locomotives had to be done by hand.

The goods shed attached to the station building in 1938 had its own siding, so the loading and unloading process - at the loading ramp - could be carried out without affecting the scheduled passenger traffic.

Level crossings

In the Klingbergsstraße - crossing the F 5 later the B 5 - there was a barred level crossing . The barrier system also included a barrier in the street Amtsgärten, which opened and closed synchronously with the barriers in Klingbergstraße. The passage over Stiftstrasse, on the other hand, was unrestricted and initially equipped with a visual warning device.

Unsecured pedestrian crossings were also located at the level of “Küsters Gardens”, at the former “Lindenhof” restaurant and on the bike path by the bridge over the “Alte” Boize.

Due to the dismantling in 2005, these transitions can only be seen schematically.

Route data

Summer timetable and stops in 1937
Information 1890 Route data and description
Gauge 1435 mm
largest train length 18 axes
highest line speed 30 km / h
greatest slope 1: 1162
Construction costs per km 53852 ℳ

Tariff description

For example, the tariffs of the summer timetable from June 1911, with the designation "Tariff for the transport of people, luggage, corpses, animals and goods". A monthly ticket cost ℳ 4.50 in class II and in class III. Class 3.00 ℳ. For express goods, 20 pounds per 100 kg were due, for freight goods the charge was 10 pounds per 100 kg.

The truckload tariff was 6 pounds per 100 kg, with the exception rates for beets, stones, coal and pig iron fixing the price at 5 pounds per 100 kg. Below is the price table for the transport of passengers and luggage.

class Tariff Prices
II class Adults 30 Pfg.
III. class Adults 20 Pfg.
II class children 20 Pfg.
III. class children 15 Pfg.
---- Military personnel 15 Pfg.
---- dogs 10 Pfg.
---- Baggage freight per item 10 Pfg.

Vehicle inventory

Towing vehicles and railcars

1890-1945

Bn2t Bj. 1883 of the city u. Hafenbahn AG.
Factory No. 9698, built by Orenstein & Koppel.
design type Construction year Acquisition u. Whereabouts
0000Bn2t 001883 Factory No. 269, built by Hohenzollern AG for locomotive construction . Delivered to Lenz in Rostock in 1883, sold to Boizenburg in 1890. Purchase price of ℳ 15,000 .
0000Bn2t 001883 Factory No. 270, built by Hohenzollern AG for locomotive construction. Delivered to Lenz in Rostock in 1883, sold to Boizenburg in 1890. Purchase price of ℳ 15,000.
0000Cn2t 001922 Acquisition 1925/26, factory no. 4536, built by Hohenzollern AG, in the Boizenburg railway company it was given the number 1. It was taken out of service before May 31, 1964.
0000Cn2t 001922 Acquisition in 1928, factory no. 4600, built by Hohenzollern AG, in the Boizenburg railway company it was given number 2. Already sold on July 1, 1933.
0000Bn2t 001922 Acquired in 1933, factory no. 9698, built by Orenstein & Koppel .
0Rail bus

0000Type B

001933 Acquisition 1938, building no. 20211, built by the Triebwagen- u. Wismar wagon factory . 1940 converted to operation with liquefied gas due to the war. Purchase price of 18,000 ℛℳ. Labeled "Molly" by the Boizenburg citizens. After the World War, as DR 133 505 until 1956 in the operation of the light rail.

1945-1998

After the nationalization and takeover by the Deutsche Reichsbahn, steam locomotives of various types - C n2t from Henschel and Prussian T 3 - were used on the line. The type B rail bus acquired in 1938 continued to be used on the route. After 1945 it received two new engines. The rail bus service life ended in 1956.

As part of the traction changeover, diesel locomotives of the V 15 series were now used on the Stadtbahn route, including the V 15 2249 and V 15 2250. With the conversion into a route shunting district, the two diesel locomotives of the VEB Fliesenwerke " Kurt Bürger " took over the transport and shunting tasks. VEB Fliesenwerk had a Russian TGK 2-E 1 diesel locomotive and a LKM N4 B diesel locomotive , which were operated on the route until 1998. The diesel locomotive of the type LKM N4 B stands today as a technical demonstration object in front of the former city station.

The following is an overview of the locomotives used by the Deutsche Reichsbahn and the diesel locomotives used by the Boizenburger Fliesenwerke.

German Reichsbahn
The 1905 built DR 89 06129 on the Boizenburger Stadtbahn route.
Locomotive number DR Construction year description
0089 06022 001913 Cn2t, Factory No. 12211, built by Henschel , in operation by DR until 1963.
0089 06129 001905 Cn2t, previously used with the Oderbruchbahn , Bunzeler Kleinbahn and Kleinbahn Freienwalde – Zehden .
0089 06154 001911 Cn2t, Prussian T 3 , previously used with the Ost- u. Westprignitzer district small railways .
0089 06155 001911 Cn2t, Prussian T 3, previously used with the Ost- u. Westprignitzer district small railways.
0089 06404 001913 Cn2t, factory no. 11942, built by Henschel, previously at the Ruppiner Eisenbahn .
Tile works Boizenburg
Serial number Construction year description
00000037 001978 Type Kaluga TGK 2-E 1, handed over to VEB Fliesenwerke "Kurt Bürger" in August 1979, in service until the beginning of the 1990s.
00025 1164 001957 Type LKM N 4 B, built in Babelsberg, in service until the end of rail operations on the line.

Passenger and freight cars

In the early days, the two-axle, lightweight carriages typical of the time were used as passenger cars. Passenger cars with a separate luggage compartment were used in the area of ​​the light rail. The Lenz company bought the II. And III. Class wagon from the Altdamm-Colberger Eisenbahn-Gesellschaft . The Stadtbahn acquired the optional car from Waggonbau Görlitz in 1924 . In the 1930s, newer types of passenger cars were also used. A written note from 1939 shows the poor condition of the cars. On April 14, 1946 all compartments were on the III. Class changed, while the Deutsche Reichsbahn - after the takeover in 1949 - carried out a change to the 2nd class.

After the takeover by the DR - on April 1, 1949 - passenger cars from the inventory of the Deutsche Reichsbahn were used on the route. Until the traffic shutdown - in July 1967 - the red and white bi-cars were mostly used. Only the optional car - marked with the number 3 - provided its service for years.

Three passenger cars - one of a smaller design - and the baggage car were used in the scheduled traffic. The baggage car was usually positioned directly behind the locomotive on its way to the city station, which enabled the baggage to be handled smoothly at the ramp of the old goods shed.

Open wagons with a load capacity of 15 t or 22 t were used to transport the goods. The tile factory had its own stock of freight wagons, these unbraked wagons were only permitted for the route of the light rail.

Railway staff

Service in 1914 Surname
Station master Janssen
Engine driver Schumacher
1st class heater Baberg
conductor Donor
Track keeper Tofeld
candidate Abel

The employees of the Stadtbahn were initially in an employment relationship with the company leaseholder, Lenz & Co GmbH in Stettin. However, the company had a facility in Hamburg Altona, from which the Boizenburg facility was also managed. During the founding period, 8 employees did their job at the Boizenburg AG Stadt- und Hafenbahn AG. A detailed overview of the staff on duty is known from 1914, as a list shows.

After the merger with the operation of the port transshipment in 1932, the workforce increased accordingly.

There were uncertainties in relation to the employment relationship in which the employees of the light rail were hired. Lenz & Co GmbH - the operator of the line until 1920 - hired the railway employees as "civil servants". The mayor of Boizenburg announced in 1935 that Lenz & Co GmbH could not employ any civil servants, this would require “a state act of sovereignty”. On the other hand, these employees were insured in the “private fund for civil servants of German private railways”.

In 1937, wage disputes finally occupied the railway staff and the management, which related to payments according to the "Kleinbahn-Tarifordnung". The mayor of Boizenburg was called in to clarify. Until June 1, 1935, most of the employees of the Stadtbahn received an hourly wage of 51 Pfg., Which eventually increased to 56 Pfg.

In the period from 1939 to 1945 there was a shortage of personnel due to the war, so women were employed in the conductors' service of the light rail for the first time.

After the takeover by the Reichsbahn in 1949, the employees were subject to the labor law and collective bargaining provisions of the Deutsche Reichsbahn. During this time the number of employees increased to 50.

When the company was closed in 1968, the remaining staff was transferred to the station on the Hamburg – Berlin line.

Station building

Entrance building 1890–1938

Entrance building from 1890

Along with the construction of the line in 1890, the reception building was built.

The simple low-rise building was made of red brick , simple and functional, with high windows and doors. It contained heated waiting rooms, service rooms for railway staff, baggage handling and the toilet area. Gas lanterns that were electrified in 1903 were attached to the front of the building .

The building met the requirements in the following decades. In the course of the new building plans in 1937/38, however, it was demolished and the building was no longer considered to be contemporary.

Engine shed

In the same year - 1890 - the separate locomotive shed with a workshop extension was built. The old engine shed was demolished in 1929 because it no longer met the technical requirements. It was subsequently replaced by a two-room engine shed. With the acquisition of the type B railcar, however, further conversion work was necessary.

Entrance building from 1938

Entrance building from 1938

On October 8, 1938, construction work began on the new multi-storey reception building with the associated goods shed.

While the planning work was carried out by the architect Erich Bentrup (1891–1968), the construction work was entirely in the hands of the Boizenburg trade. The ground floor was built from red brick, while the upper floors and the sweeping central bay - with entrance portal - are dominated by half-timbering . A high gable roof closes the building off at the top.

In the interior, the wall relief created by Maximilian Preibisch in October 1938 in the reception hall, which bears the title Work in Boizenburg , should be noted . The large wall relief shows typical work areas for Boizenburg.

After only two and a half months of construction, the station building was handed over to the Stadt- und Hafenbahn on December 21, 1938. The total cost of the construction was ℛℳ 100,000.

After the cessation of passenger transport - in 1968 - the reception building was converted into a consumer restaurant or hotel. Even today the building is still used in the catering area. The wall relief created by the artist Preibisch is now part of the dining room within the building.

Accidents

Several accidents also occurred during the decades of operation of the light rail and port railways. So there was an accident on April 1, 1897. During the shunting work , a tram worker got caught between the wagon and the loading ramp and was fatally injured.

Accidents occurred particularly during the Second World War. The frequency was due to the camouflage lighting on the security systems at the level crossings. On December 21, 1942, there was an accident at the Klingbergstrasse crossing in which a Reichspost vehicle broke through the barriers. On January 2, 1943, another accident occurred at the same crossing point, with far more serious consequences. A truck coming from Lauenburg broke through the safety system and subsequently collided with the passenger train of the Stadtbahn.

In 1955, a freight wagon derailed that ran between the stop in Stiftstrasse and the waterworks buildings . With the help of the tile factory's rail crane, however, the wagon was quickly put back on the rails.

Another focus of the accident was at the free level crossing at Stiftstrasse. There were several accidents with motorcyclists there, most of whom ignored the visual warning signals at the crossing.

Transport statistics

1891-1914

year 1891 1892 1895 1900 1905 1910 1914
promoted adults 25,142 26,654 23,827 25,300 38.025 45,667 33,029
promoted children 1,559 1,469 2,227 1,401 1,908 2,637 1,752
General cargo 1,452 1,733 1,543 1,897 1.918 2,430 2,052
Charges in t 19,718 21,194 17.202 18,488 30.195 48,031 40.213
Profit figures in ℳ 12954.10 13969.15 12195.15 13727.40 17826.45 22638.97 27471.00

1934-1948

year 1934 1936 1938 1940 1942 1944 1947/48
people carried 71,081 90,683 154.038 220.395 393.414 668,500 approx. 650,000
transported tons of goods 105.993 135,489 139,510 128,888 64,560 93,367 113,000
Handling volume in t 36,821 65,643 71,975 72,532 41,793 49,683 o.A.
Profit figures in ℛℳ 22,215 12,626 47,154 25,840 7,468 o.A. o.A.

Todays situation

In the urban area, the railway line is still visible in places despite the dismantling of the entire track system.

Others

The railway was not a small railway under Prussian law, which did not apply to the Grand Duchy of Mecklenburg-Schwerin , especially since the Small Railway Act of 1892 was not yet in force. However, like other railways in Mecklenburg, it is occasionally treated as a small railroad in the literature.

gallery

  • Port railway around 1900

  • City train station, "Molly" ready to depart.

  • Sidings of the tile factory.

  • Crossing Klingbergstrasse / In front of the mill gate.

  • former stop u. Underpass at the state train station

Literature and Sources

literature

  • Erich Preuß: Brandenburg, Mecklenburg-Western Pomerania , Archives of German Small and Private Railways . Transpress, Berlin 1994, pp. 308-312, ISBN 3-344-70906-2 .
  • Uwe Steffen: 100 Years, The Boizenburger Stadtbahn and Hafenbahn, A look back at their existence since 1890. Thora-Verlag, Schwerin 1990.
  • Uwe Steffen: Sideline and narrow-gauge railways in Germany then and now, Boizenburger Stadt- und Hafenbahn. GeraMond Verlag, Munich 2009.
  • Uwe Wieben: On the history of Boizenburg. From Molly and the port railway. (Ed.) Boizenburger Museumsfreunde e. V., Boizenburg 2007, pp. 32-39.
  • Lothar Schultz: Railways in Mecklenburg. Transpress Verlag for Transport, Berlin 1986, ISBN 3-344-00068-3 .
  • Uwe Wieben: People in Boizenburg: Your work in politics and culture, in craft, in the shipyard and in the record factory in the late 19th and early 20th centuries. Akademische Verlagsanstalt Leipzig, Leipzig 2013, ISBN 978-3-931982-80-5 .
  • Karin Wulf: Boizenburg in old views. Volume 1. European Library, Zaltbommel 1997, ISBN 978-90-288-5266-2 , pp. 1-4.

Printed sources

  • Port railway only history: the railway line between the station and the city dismantled; Tracks sold as scrap . In: Schweriner People's Newspaper . No. 247 (October 23, 2005), p. 23.

Unprinted sources

  • State Main Archive Schwerin
    • Stock: (3.1-1) Article XV, No. 292 u. 48, Mecklenburg Land estates with the Select Committee of the Knights and Landscapes of Rostock: Construction of a railway from the Berlin-Hamburg railway to the port near Boizenburg, duration : 1846–1847.
    • Holdings: (5.12-3 / 1) No. 14218, Mecklenburg-Schwerin Ministry of the Interior: project to build a railway from the Elbe port to Boizenburg to the Berlin-Hamburg railway station there, also administration of the same, duration: 1889–1891.
    • Holdings: (5.12-3 / 1) No. 14219, Mecklenburg-Schwerin Ministry of the Interior: Administration of the branch line built from the Elbhafen to Boizenburg to the Berlin-Hamburg railway station there, duration: 1891–1908.
    • Holdings: (5.12-3 / 1) No. 8654, Mecklenburg-Schwerin Ministry of the Interior: port, including city and port railway of the city of Boizenburg, running time: 1921–1927.
    • Holdings: Reichsbahndirektion Schwerin / old files (09.02.17.) 6254, Boizenburg Stadt- und Hafenbahn: vehicles, running time: 1925–1945.

Web links

Commons : Boizenburger Stadt- und Hafenbahn  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ LHAS inventory: (3.1-1) Article XV, 292 u. 48, construction of a railway from the Berlin-Hamburg railway to the port near Boizenburg , duration: 1846–1847.
  2. ↑ Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, pp. 8–9.
  3. ^ Railway regulations for German railways of minor importance: dated June 12, 1878 , text of the railway regulations reviewed in the Reichseisenbahnamt, (Ed.) F. Kortkampf, 37 pp., Berlin 1878.
  4. ↑ Compendium of Lower Order Railways , Volume 1, (Ed.) Max Hahn Railway and Operational Entrepreneurs, Berlin 1895, p. 273.
  5. ↑ Statistics of the railways in operation in Germany 1890-1891 , Volume IX, Verlag ES Mittler & Sohn, p. 32 u. 40, Berlin 1891.
  6. ↑ Factory No. 269 a. 270, built by Hohenzollern AG for locomotive construction in Düsseldorf.
  7. ^ Lothar Schultz: Railways in Mecklenburg , Verlag für Verkehrwesen, Berlin 1986, pp. 64–65.
  8. ↑ a b Compendium of Lower Order Railways , Volume 1, (Ed.) Max Hahn Railway and Operational Entrepreneurs, Berlin 1895, p. 273 f.
  9. ^ Lothar Schultz: Railways in Mecklenburg , Transpress Verlag für Verkehrwesen, Berlin 1986, p. 64 f.
  10. ↑ Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, p. 13.
  11. ↑ Shares No. 1–124.
  12. ^ German course book annual timetable 1944/45, timetable 110f , accessed on April 18, 2016.
  13. ↑ Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, p. 15.
  14. ↑ LHAS inventory: Reichsbahndirektion Schwerin, old files (09.02.17.) 1183, statistics of the railways in operation in Germany: takeover of the private and branch line-like small railways for public transport , etc. a. Boizenburger Stadt- und Hafenbahn, running time: 1945–1949.
  15. ↑ Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, p. 19.
  16. ↑ Turntable , 1/06.
  17. ↑ Connecting track in operation until 1920.
  18. ↑ 1941 Extension of the siding, dismantled when the track was renewed in 1975.
  19. ↑ The siding was brought up to the quay in 1932.
  20. ↑ At that time, the fairground was located above the former rifle house, which later became the Elbe Club.
  21. ↑ On the right, immediately behind the bridge over the Quöbbe.
  22. ↑ Compendium of Lower Order Railways , Volume 1, (Ed.) Max Hahn Railway and Operational Entrepreneurs, Berlin 1895, p. 273.
  23. ↑ Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890 . Thora-Verlag, Schwerin 1990, p. 13 f.
  24. ↑ Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, p. 31 ff.
  25. ↑ a b Statistics of the railways in operation in Germany 1890–1891 , Volume IX, Verlag ES Mittler & Sohn, Berlin 1891, p. 20.
  26. ↑ Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, p. 35.
  27. ↑ a b c Uwe Steffen: Branch and narrow-gauge railways in Germany then and now, Boizenburger Stadt- und Hafenbahn . GeraMond Verlag, Munich 2009, p. 16.
  28. ↑ a b Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, p. 37.
  29. ↑ a b c d e Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, p. 38 f.
  30. ↑ Compendium of Lower Order Railways , Volume 1, (Ed.) Max Hahn Railway and Operational Entrepreneurs, Berlin 1895, p. 273.
  31. ↑ In 1903 the mill owner Ludwig Hinselmann had a generator house built on the Boize to generate electricity. First the street lamps were included in the supply, followed by the city buildings, which also included the city train station.
  32. ↑ a b c Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, pp. 14-18.
  33. ↑ Burkhart Stender: The life of Erich Bentrup: Reutergeld, cinema and an oversized manor house. In: svz.de. March 8, 2016. Retrieved May 29, 2017 .
  34. ↑ Uwe Wieben: Streiflichter from Boizenburg and the surrounding area: 51 historical miniatures. Leipziger Universitätsverlag, Leipzig 2016, p. 109.
  35. ↑ a b c d Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, p. 40.
  36. ^ LHAS inventory: Reichsbahndirektion Schwerin / old files (02/09/17) 6286, Rdb. Hamburg, Boizenburger Stadt- und Hafenbahn : collision of a truck with a passenger train. Duration: 1943.
  37. ↑ LHAS inventory: Reichsbahndirektion Schwerin, old files (02/09/17.) 30254, railway accidents and train hazards January – September 1955 : u. a. Registration and investigation of accidents in Boizenburg (Elbe). Duration 1955–1956.
  38. ↑ Uwe Steffen: 100 years, The Boizenburger Stadtbahn and Hafenbahn, a review of their existence since 1890. Thora-Verlag, Schwerin 1990, p. 18 f.