Neustrelitz – Warnemünde railway line
| Neustrelitz – Warnemünde | |
|---|---|
 | |
| Route number (DB) : | 6325 |
| Course book section (DB) : | 163 (Rostock – Plaaz) 181 (Rostock – Warnemünde) 205 (Rostock – Neustrelitz) |
| Route length: | 127.0 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : | 15 kV 16.7 Hz ~ |
| Top speed: | 160 km / h (Neustrelitz – Kavelstorf) otherwise 120 km / h |
| Dual track : | Neustrelitz – Kavelstorf Rostock Hbf – Warnemünde |
The Neustrelitz – Warnemünde railway line is a railway line in Mecklenburg-Western Pomerania . The electrified and predominantly double-track main line runs for almost 130 kilometers from Neustrelitz to Warnemünde . The name Lloydbahn goes back to Deutsch-Nordischer Lloyd , which built the line, also known as the Neustrelitz-Warnemünder Eisenbahn , and operated it in the early years.
history
Prehistory and construction
As early as the planning of the Prussian Berlin Northern Railway, which opened in 1877/78, from Berlin via Neustrelitz to Stralsund , there were ideas to build a branch line to Rostock, primarily to speed up traffic from Berlin to Scandinavia . Financing the project turned out to be difficult, however, so that secure construction and operation were only certain after around ten years. In 1882 the Mecklenburg state parliament in Schwerin considered the project to be worthy of support in principle, but initially no corresponding investors were found.
On June 10, 1883, the Belgian company Société Belge de chemins de fer founded a subsidiary under the name Eisenbahn- und Dampfschiffs-Actien-Gesellschaft Deutsch-Nordischer Lloyd , based in Rostock. The licenses were granted on June 23, 1883 in Mecklenburg-Schwerin and on August 2, 1883 in Mecklenburg-Strelitz. Their goal was to create the shortest connection Berlin - Copenhagen by rail from the residential city of Neustrelitz of the Grand Duchy of Mecklenburg-Strelitz via Rostock to the Warnemünde harbor. The company was supposed to expand the port there and set up a regular ship connection to a Scandinavian port. The two Mecklenburg Grand Duchies supported the project financially. The construction costs were estimated at 31 million marks. This sum could not be raised. As a result, the scope of the project was significantly reduced, among other things, the railway body was only designed as a single track, with bridges and culverts being prepared for a later double-track expansion. After revising the project, the costs could be reduced to around 15 million marks.
Construction work began in February 1884, initially from Neustrelitz and Waren. Construction delays occurred due to difficult ground conditions near Kratzeburg . Another problem was the routing in the Waren area, where space was very limited as the old town stretched between two lakes and there was hardly any stable ground. The largest engineering structure on the route was the bridge over the Warnow near Niex, southeast of Rostock. In Rostock, the Lloyd-Bahn had to build its own station (today's main station ), as the use of the existing Friedrich-Franz station was not possible either legally or in terms of the route.
The first years
After two years of construction, the 113 km long route to Rostock was opened for freight traffic on June 1, 1886 . Passenger traffic began on June 10th . The newly built Lloyd train station in Rostock gradually took up all Rostock rail traffic and in 1896 became the city’s main train station (initially called Central train station ).
As early as July 1, 1886, the remaining line to Warnemünde followed with a length of 13 kilometers. On the same day, the steamship line from Warnemünde to Gjedser (today: Gedser ) on the Danish island of Falster was put into operation. The Nykøbing – Gedser railway was specially built there. This reduced the travel time between Berlin and Copenhagen from around 17 to 12 hours. In 1889 the Lloydbahn put a port railway from the Lloydbahnhof to the Rostock city harbor into operation. Further connecting lines were built to the port in Waren (Müritz) and from Vollrathsruhe to the sugar factory in Dahmen .
The operation was very economical from the start. In 1887 around 54% of the income was used for business expenses. As part of the general nationalization plans of the Mecklenburg government, negotiations with Lloydbahn began in 1894. Negotiations turned out to be difficult due to the good economic results. On April 1, 1894, the entire railway became the property of the Grand Duchy of Mecklenburg-Schwerin and was incorporated into the Grand Ducal Mecklenburgische Friedrich-Franz-Eisenbahn (MFFE). 15 locomotives were also taken over. Previously, on January 1, 1893, the operations and accounting management of Lloydbahn had been transferred to MFFE.
See also: Lloydbahn locomotives
State railway
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After the MFFE took over the railway, there were a number of operational changes. In Waren (Müritz), the MFFE line from Malchin was introduced into the Lloydbahn station and the former MFFE station was abandoned. In Lalendorf, passenger traffic in the MFFE train station and goods traffic in the Lloyd train station have been combined. New connecting curves were created from the direction of Waren to the former MFFE station and from the direction of Teterow to the Lloydbahnhof. Rostock's Lloydbahnhof developed into the city's main train station and gradually took over all passenger traffic from Friedrich-Franz-Bahnhof, which became a freight station, by 1905.
The long-distance trains from Berlin to Warnemünde were no longer run north of Lalendorf via the Lloydbahn route, but via Güstrow . The local train station developed into one of the most important nodes in the Mecklenburg railway network. The section of the Lloydbahn from Lalendorf via Plaaz to Rostock continued to be operated as a branch line .
The importance of the railway rose sharply when the on October 1, 1903 ferry traffic was opened to Gedser. From then on there were international express trains from Berlin to Copenhagen, which made the railway the most important connection between the capital and Scandinavia . At this point in time, the MFFE opened the 1.2-kilometer route from the previous Warnemünde train station, which has now become a freight station , to the newly built Warnemünde passenger train station directly at its own ferry port .
After the First World War, the traffic gradually increased. A number of smaller expansion works were carried out on the single-track line south of Rostock. After the MFFE was taken over by the Deutsche Reichsbahn , the safety systems were modernized. In 1924/25 a new building replaced the old Warnow Bridge near Niex. In the 1930s, the section from Lalendorf via Laage to Rostock was expanded to a line speed of 80 km / h.
The section between Rostock and Warnemünde became increasingly important in suburban traffic. The rail-level crossing on Satower Chaussee (today: Fahnenstraße) was replaced in the early 1920s by an overpass of the railway line on Parkstraße. At the intersection with Lübecker Straße on Holbeinplatz, an overpass was also built in 1936. The facilities of the Bramow station were expanded for freight traffic, the line was prepared for a three-track expansion between the main station and Bramow.
Reparation and reconstruction
The line suffered the greatest turning point in its history after the Second World War with the dismantling of the section from Neustrelitz via Waren and Lalendorf to Plaaz. The trains had to take the detour via Neubrandenburg , Malchin and Teterow . Only the section from Plaaz via Rostock to Warnemünde remained in operation, with the second track between Rostock and Warnemünde being dismantled.
Since the line from Rostock to Schwaan was also dismantled, all traffic from Rostock to the south had to take the single-track branch line from Rostock to Plaaz and from there to Güstrow in the first few years after the war. It was only from 1948 onwards that it was possible to travel from Rostock to Güstrow via Schwaan. Nevertheless, the section via Plaaz remained of crucial importance due to the limited line capacities via Schwaan.
Not least because of the considerable freight traffic to the newly built Rostock overseas port , reconstruction of the line proved to be inevitable. On November 27, 1959, the symbolic groundbreaking ceremony for the reconstruction of the line took place near Kratzeburg; However, the reconstruction between Langhagen and Lalendorf had already started on March 15th, and eleven days later the first gravel train drove from Langhagen to Rostock.
In 1961 the line between Neustrelitz and Lalendorf was reopened. The route was re-routed on many sections. On March 31, 1961, the Lalendorf - Waren (Müritz) - Neustrelitz line went back into operation, initially as a branch line. On May 30, 1964 it was put into operation as the main line with a line speed of 120 km / h and the new lines between Lalendorf Ost and Plaaz (on a new route bypassing the Lalendorf station), as well as Kavelstorf and the Rostock overseas port opened.
The characteristic one-story station buildings in Scharstorf, Subzin-Liessow, Langhagen, Grabowhöfe, Klockow, Kratzeburg and Adamsdorf were architectural testimony to the reconstruction.
On September 20, 1967, the newly laid Laage - Scharstorf section was inaugurated. On October 7, 1969, the Rostock remote control center went into operation on the Rostock-Waren section (later on to Neustrelitz, excl.). It remotely controlled local Gs II DR interlockings and was developed together with the state railways of the Soviet Union and Czechoslovakia. The remote control of over 100 km was also noteworthy in an international comparison and should pay for itself in seven years. The system had a train number reporting system and was intended to increase the capacity of the route by 15% compared to the decentralized solution with verbal reports. As part of the double-track line expansion, the system was switched off again in early 1985.
In 1974 the line from Rostock to Warnemünde went into operation with two tracks for S-Bahn traffic. Also in the mid-1970s, the route was laid in the city of Waren, with part of the old town being demolished.
The line was electrified in 1984/1985 from Neustrelitz in several sections. Previously, the line between Neustrelitz and Kavelstorf had been continuously expanded to double-track. On May 19, 1985, electrical operations began on the route via Güstrow , and on December 15, 1985, on the actual Lloydbahn section via Laage .
Development after 1990
In the mid-1990s, the train offer was clocked. The Warnemünde – Gedser route, and with it the continuous traffic to Copenhagen, ended on September 23, 1995. Deutsche Bahn's own commercial long-distance traffic was discontinued in 2001 and replaced by regional express trains ordered by the state of Mecklenburg-Western Pomerania . This meant that long-distance traffic on this route was completely discontinued until the private Interconnex (Warnemünde - Rostock - Berlin - Leipzig) was introduced in 2002 .
The stop in Sophienhof was closed in 1996. In 1999 the regional train connection between Güstrow and Waren was discontinued, and the train stations in Langhagen, Vollrathsruhe and Grabowhöfe have not been used for passenger transport since then. On September 19, 2011, the stops in Kargow and Klockow were closed, so that between Waren and Neustrelitz only the stop in Kratzeburg is served, which also serves to develop the Müritz National Park .
Expansion of the line after 2010
The Berlin – Rostock connection is being upgraded as part of existing network investments for a line speed of largely 160 km / h and higher axle loads of up to 25 t. It is to be equipped with the European train control system ETCS and a total of 13 electronic interlockings . Most of the work was planned to be completed by 2013, with the rest of the work being carried out in the following years. A financing agreement was signed with DB Netz AG in December 2002 for the expansion. While investment costs of a total of 685 million euros were assumed in 2006, they rose to around 850 million euros as of 2013. Of this, the federal government contributes 577 million euros, 167 million euros are provided by the European Regional Development Fund , the remainder is Deutsche Bahn's own funds.
In June 2007 the first extension section Rostock – Lalendorf Ost was reopened after a one-year complete renovation. From June 2010 to April 2012 the Neustrelitz – Kratzeburg section was expanded, with operations continuing on a single track. The section between Kratzeburg and Waren then followed. The line between Waren and Lalendorf has been expanded since August 2012, and the train service in this section was suspended for construction work from September 10, 2012 to April 26, 2013.
As part of the expansion project, the platforms in Kratzeburg station were lengthened, making it possible to use the Rostock – Berlin regional express trains at the 2014 timetable change . The train station in Langhagen was reactivated for passenger traffic. Since mid-2018, Waren (Müritz) station has been refurbished, including changes to the overhead line, the tracks and the switches. Platform 4/5, which is no longer required, will be dismantled. For barrier-free access from the station forecourt to the pedestrian tunnel, no elevators but ramps are being built with the financial contribution of the city of Waren. The 30 million euro work should be completed by mid-2020.
The travel time of the Regional Express trains between Neustrelitz and Rostock did not decrease compared to the situation before the start of the route expansion.
Accidents
On December 29, 1941, the Wehrmacht train W 96 031 ran into two locomotives in Langhagen station due to an incorrectly set switch . 27 people were killed and 33 others were injured.
Another serious railway accident occurred on November 1, 1964 in Langhagen station . 44 people were killed and 70 others were injured, some seriously, when an express train from Berlin, which was heading towards Rostock, hit a derailed freight train.
Furthermore, on July 6, 1982, the D 523 Rostock – Berlin, formed from the locomotives 132 457 and 132 499 as well as the ČSD seat car of the D 1278 "Warnow", derailed between Grabowhöfe and Vielist at 115 km / h on a construction site-related slow speed section of 30 km / h H. 59 injuries and substantial property damage were the result (see list of railway accidents in Germany 1980–1989 ).
passenger traffic
Continuous traffic
From the beginning of the 20th century until the Second World War, the route was used daily by a day and a night express train between Berlin and Copenhagen; however, these took the route via Güstrow north of Lalendorf. In addition, there were seasonal amplifiers for the day train between Berlin and Rostock or Warnemünde for many years. In the 1920s and 1930s, more trains were gradually added. In 1939, in addition to the day train, the night train and the seasonal repeater, there were two daily pairs of express trains and one repeater train on summer weekends. The seasonal express train couple took the route via Laage this year.
Before the First World War, passenger trains ran continuously from Neustrelitz via Lalendorf and Laage to Rostock. In 1905 there were three continuous pairs of trains a day, plus a weekday pair of trains between Lalendorf and Rostock. In Lalendorf there was a connection to Güstrow. Until the time before the Second World War, the number of passenger trains increased to around five pairs a day, some of which passed via Güstrow.
After the line was rebuilt, a day train (“Neptune”) and a night train (“Ostsee-Express”) were introduced between Berlin and Copenhagen. There were also a number of express trains between Berlin (some further from the south) and Rostock or Warnemünde. In the summer season there were express trains to Prague , at times also to Budapest , and there was also an interzonal train to Munich.
After the re-routing of the route via Laage was completed in 1967, some of the express trains drove over this direct route and were therefore faster than the trains that continued to run via Güstrow. These included trains of the city express traffic and from 1976 the city express train "Stolteraa".
After 1990 the offer was gradually synchronized. Every two hours, express trains ran, which were gradually driven with modernized rolling stock and converted into interregional trains. In 2001, the Interregio trains between Rostock and Berlin were replaced by Regional Express trains ordered by the state of Mecklenburg-Western Pomerania . This meant that long-distance traffic on this route was completely suspended until the private Interconnex (Warnemünde - Rostock - Berlin - Leipzig) was introduced in 2002 and operated until 2014. From 2003 to October 2007 there was also a night train from Binz to Cologne and Munich .
In the Rostock - Güstrow - Waren - Neustrelitz - Berlin - Elsterwerda route, Regional Express trains (line RE 5) run every two hours. Since the completion of the renovation work between Rostock and Lalendorf in June 2007, an ICE or intercity pair of trains has run from Warnemünde to Berlin, mostly on to Leipzig , Nuremberg or Munich , six times a week . There are also some other long-distance trains on weekends, some of which are seasonal.
Since December 2019, daily long-distance trains have been running between Rostock Hbf and Dresden Hbf again. In the first few weeks, the offer was limited to 4 pairs of trains. Stadler Kiss double-decker multiple units have been in service since March 8, 2020 , and the number has increased to 8 pairs of trains per day, which will also connect Warnemünde from May. These trains only stop in Waren (Müritz) between Neustrelitz and Rostock.
Sections
There is additional local transport on the Rostock - Plaaz (- Güstrow) sections (every hour on weekdays, every two hours on the weekend with the Rostock S-Bahn ). In addition to the Rostock S-Bahn, an Intercity Warnemünde – Magdeburg – Leipzig runs between Rostock and Warnemünde. There was regional traffic between Neustrelitz and Waren until 2014, which continued in the direction of Parchim .
Infrastructure
Route
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As a continuation of the Berlin Northern Railway , the Lloyd Railway begins in Neustrelitz Hauptbahnhof. After the branch to Stralsund , it turns to the northwest and leads through a wooded area in the Müritz National Park to Waren . The route was significantly changed in many sections with the expansion of the new route around 1960. In Kargow there is the branch of the route Waren (Müritz) –Neubrandenburg, which was dismantled as a reparation payment after the Second World War . It was rebuilt as far as Möllenhagen and is still used for freight transport (concrete works). Waren (Müritz) the branches branch lines to Malchin (decommissioned) and Karow from. To the northwest of Waren, the route leads through a hilly terminal moraine landscape . The route between Neubrandenburg and Güstrow is crossed to the east of Lalendorf . A connecting curve leads to Lalendorf station . The Regional Express trains turn off there, freight traffic and some long-distance trains remain on the direct route via Laage. At Kavelstorf , the railway crosses under the A 19 and A 20 motorways and the freight route to the Rostock seaport, which was built in the early 1960s, branches off. The Kavelstorf – Rostock section is the only single-track section of the line. The route crosses the Warnow at Niex . A little later, the train meets the route from Schwaan and Ticino , then the one from Stralsund . The main station of Rostock is located south of downtown. The route continues through various residential and industrial areas to Warnemünde .
Route relocations
Today's route deviates from the original in a number of places. A large part of the reallocations arose when the line was rebuilt in 1960, as the track radii of the previous line were hardly suitable for express trains and heavy freight trains. But routes were also relocated for other reasons.
- Neustrelitz - Kratzeburg
The original line soon separated from the northern line behind the Neustrelitz station and led straight to Kratzeburg. The new route took a significantly more northerly curve. The reason for the route was that a section of the old route, which was dismantled after 1945, had meanwhile been set up by the Soviet Army. The new route is 1.780 kilometers longer than the original. The old route is partially recognizable as a forest path, on a section on the outskirts of Neustrelitz there is a bypass road.
- Goods (Müritz)
The passage through the city of Waren (Müritz) with tight curve radii and a large number of level crossings had long since proven to be a bottleneck. Various solutions were discussed, but all of them were discarded due to the great effort involved. It was not until the 1970s that the decision was made to transform the traffic facilities into goods on a large scale. Since then, the railway and thoroughfare have been running north past the old town instead of south. The construction project lasted four years, during which part of the old town had to be demolished and the southern end of the Tiefwarensee raised .
- Lalendorf - Plaaz
After the nationalization of the Lloydbahn, a southern connecting curve from the direction of Waren to the Friedrich-Franz-Eisenbahn station Lalendorf went into operation in 1893 , which from then on was used by all passenger trains. The Lalendorf station of the Lloydbahn, north of the state train station, served from now on only for freight traffic. The Lloydbahn line from the west head of Lalendorf station in the direction of Plaaz was dismantled in 1945. When the line was rebuilt around 1960, it was no longer routed through Lalendorf station, but passed it to the east and was given a completely new route to the north. Today a path runs along the old route from Lalendorf to the north.
- Plaaz - Scharstorf
Even if this section was not affected by reparations payments, it was re-routed in the early 1960s. The Laage train station remained in its old location, but was considerably expanded. Subzin-Liessow station was relocated. At Laage, sections of the old route remained in both directions as a connection to a military airport (today Rostock-Laage airport ) or to the Liessow gravel works.
- Schmarl / Lütten Klein
In 1934 the line in the Schmarl area was swiveled about 150 meters to the west, and the Schmarl station was rebuilt in a new location. The reason for the relocation was that the old route was needed for a taxiway for the Heinkel works . There were further line relocations in this area in the 1970s. First in 1970 a branch line from Bramow to the provisional Lütten Klein Süd stop went into operation, which used the route of the former second track as far as the Evershagen stop. With the introduction of the Rostock S-Bahn in 1974, this line was expanded to two tracks and extended to Warnemünde shipyard. The old route via Schmarl was abandoned.
literature
- Lothar Schultz, Die Lloydbahn, Neustrelitz – Rostock – Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 .
Web links
Individual evidence
- ↑ a b Lothar Schultz: The Lloydbahn, Neustrelitz – Rostock – Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , p. 6.
- ↑ a b c Lothar Schultz: The Lloyd Railway, Neustrelitz – Rostock – Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , pp. 7–9.
- ↑ a b Lothar Schultz: The Lloydbahn, Neustrelitz-Rostock-Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , pp. 88-89.
- ^ Lothar Schultz: Die Lloydbahn, Neustrelitz-Rostock-Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , pp. 98-100.
- ^ Lothar Schultz: Die Lloydbahn, Neustrelitz-Rostock-Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , pp. 98-100.
- ↑ a b Lothar Schultz: The Lloydbahn, Neustrelitz-Rostock-Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , pp. 101-102.
- ↑ Erich Preuß & Reiner Preuß: Chronicle of the Deutsche Reichsbahn 1945-1993, Railway in the GDR , GeraMond, Munich 2009, ISBN 978-3-7654-7094-3 , p. 59
- ↑ a b c Lothar Schultz: The Lloydbahn, Neustrelitz – Rostock – Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , p. 122.
- ↑ Rostock remote control center. www.sachsen-stellwerke.de, accessed on June 15, 2017 .
- ↑ The electronic remote control system for the Rostock - Waren route. (PDF) VEB plant for signal and security technology Berlin, November 1969, accessed on June 15, 2017 .
- ↑ Federal Ministry of Transport, Building and Urban Development: Federal Transport Infrastructure Plan 2003, July 2003
- ↑ a b Railway line Berlin – Rostock closed for half a year. (No longer available online.) Deutsche Bahn, June 5, 2012, archived from the original on January 2, 2013 ; Retrieved June 5, 2012 .
- ↑ a b Mecklenburg-Western Pomerania and Deutsche Bahn AG agree on a schedule for the expansion of the Berlin-Rostock line , press release No. 23/10 of the Mecklenburg Ministry of Transport, Building and Regional Development of February 2, 2010
- ↑ Answer of the Federal Government to the small question of the MPs Dorothee Menzner, Heidrun Bluhm, Dr. Ilja Seifert, another member of parliament and the DIE LINKE parliamentary group (PDF; 73 kB). In: Printed paper 16/2481 of September 18, 2006
- ↑ Further EU funds for the expansion of the Berlin - Rostock railway line. (No longer available online.) Federal Ministry of Transport, Building and Urban Development, October 30, 2013, archived from the original on November 13, 2013 ; Retrieved November 13, 2013 .
- ↑ Bahn-Report , 4/2010, p. 39
- ↑ a b June 2014 - Fact sheet Berlin-Rostock 6-2014. (PDF) (No longer available online.) Deutsche Bahn, June 13, 2014, formerly in the original ; accessed on December 31, 2014 . ( Page no longer available , search in web archives )
- ↑ Trains finally stop here again , Nordkurier website from December 14, 2014, accessed on December 31, 2014
- ↑ From August 24th, regional trains will stop in Langhagen again. (No longer available online.) Deutsche Bahn, August 21, 2014, formerly in the original ; accessed on December 31, 2014 . ( Page no longer available , search in web archives )
- ↑ Andreas Segeth: The railway begins in May with the renovation of the station in Waren. In: Nordkurier. April 23, 2018. Retrieved November 27, 2018 .
- ↑ Kai-Uwe Thiessenhusen, Wolfgang Bartsch: Expansion Berlin - Rostock: A lot of money for (almost) nothing? In: Bahn-Report 2/2012, S. 38/39
- ^ Hans Joachim Ritzau: Railway disasters in Germany. Splinters of German history . Vol. 1: Landsberg-Pürgen 1979, p. 93
- ↑ https://www.rostock-heute.de/intercity-warnemuende-rostock-berlin-dresden-wien/111448
- ^ Lothar Schultz: The Lloydbahn, Neustrelitz-Rostock-Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , p. 115.
- ^ Lothar Schultz: Die Lloydbahn, Neustrelitz-Rostock-Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , p. 116.
- ^ Lothar Schultz: The Lloydbahn, Neustrelitz-Rostock-Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , p. 52.
- ^ Lothar Schultz: The Lloydbahn, Neustrelitz-Rostock-Warnemünde , Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-08-9 , p. 104.
- ^ Rüdiger Grabowski, Norbert Enenkel, trams and buses in Rostock , Kenning publishing house. 2006. ISBN 3-933613-81-7 , page 135