Railway line Berlin-Wannsee-Stahnsdorf

Berlin-Wannsee - Stahnsdorf

Friedhofsbahn north of Dreilinden (2006)

Route number (DB) :

6038

Route length:

4.2 km

Gauge :

1435 mm ( standard gauge )

Power system :

800 V =

Maximum slope :

10 ‰

Minimum radius :

300 m

Top speed:

70 km / h

Legend

		from Bln-Zehlendorf and from Bln-Grunewald
	0.000	Berlin-Wannsee
		to Potsdam
		after Seddin
	1.155	Kurfürstenweg
	1.355	Rack path
	1,850	Royal road
		State border Berlin / Brandenburg
		former route of the A 115 (around 1940)
		Trunk line
		Teerofendamm
	2,293	Dreilinden
	2,610	Stumbling Way
		Teltow Canal
		today's route of the A 115 (built in 1969)
	3.159	Riverside path
	3.540	Teerofenstrasse
	3.890	Old Potsdamer Landstrasse
	4,293	Stahnsdorf
		to Teltow city (former planning)

The Berlin-Wannsee - Stahnsdorf railway , also known as the Friedhofsbahn , was a single-track main line in Berlin and Brandenburg . The line, which opened in 1913, was integrated into the network of Berlin's city, ring and suburban railways - today's Berlin S-Bahn - from the start. It led from the Berlin-Wannsee train station via Dreilinden to the Stahnsdorf train station and was mainly used to connect the south-west cemetery there . In 1928, the line was electrified as part of the “ Great Light Rail Electrification ” with direct current and power supply via a lateral conductor rail. From 1945 to 1948 the line was operationally interrupted due to the blasting of the Teltow Canal Bridge. With the construction of the wall on August 13, 1961, the Deutsche Reichsbahn stopped traffic on the connection leading from West Berlin to the GDR .

Route description

The line was designed as a single-track main line, the later installation of a second track was taken into account in the layout. It begins at the Berlin-Wannsee train station as an extension of platform 4 and leaves the train station in a south-westerly direction. Immediately after the exit, it crossed the dismantled track of the Stadtbahn and the long-distance tracks of the Wetzlarer Bahn in a left curve and ran in a south-easterly direction through the Parforceheide . With the exception of a slight left turn shortly before Stahnsdorf, the route is straight ahead. To the north of Dreilinden , where the only stopover was made, the line passed under the main line, which was dismantled after 1945 . All crossings are designed as overpasses or underpasses. Overall, the route outside the Berlin-Wannsee train station has twelve intersections. In order to maintain the necessary gradient, the route runs elaborately in an embankment or in a cut . The largest engineering structure was the bridge over the Teltow Canal, dismantled in 2018, with a span of 62 meters.

For the commissioning of the line, the old mechanical interlocking Ws in Wannsee was converted to electromechanical safety systems. Stahnsdorf received a mechanical signal box. No route block was set up between the two operating points. On August 15, 1929, the Reichsbahn put the Dreilinden block station into operation. At the same time, the route received field blocks of form A with seven fields.

history

Former route north of the Königsweg (2006)

Track remains at the height of the Königsweg (1992)

Track remnants at the height of the Königsweg (2013)

Access stairs to the platform in Dreilinden (2006)

Platform in Dreilinden (2006)

Disused bridge of the Friedhofsbahn over the Teltow Canal (2013)

Overpass Alte Potsdamer Landstrasse north of Stahnsdorf (2016)

Platform in Stahnsdorf (2016)

Construction and commissioning

The first plans for a railway connection in Stahnsdorf came up in 1872 when the Berlin-Anhaltische Eisenbahn-Gesellschaft projected a branch line from Lichterfelde via Teltow , Stahnsdorf and Potsdam to an unspecified end point. The project did not go beyond preliminary work. Another project arose after the nationalization of the Berlin-touching railway companies, again leading from Lichterfelde to Potsdam. The connection should primarily serve to connect Teltow. It was partially realized in the form of the Groß-Lichterfelde - Teltow - Stahnsdorf steam tram opened in 1888 by the Central Administration for Secundairbahnen Herrmann Bachstein .

The south-west cemetery in Stahnsdorf, planned at the beginning of the 20th century, provided the impetus for construction . Previously, the Berlin city synodal and parochial associations had committed themselves by state law of May 18, 1895 to provide sufficient burial places. Since the smaller cemeteries located within Berlin and the suburbs were not sufficient in the long run, the Berlin City Synod acquired three large plots of land for an east cemetery in Ahrensfelde , a north cemetery in Mühlenbeck and the south-west cemetery in Stahnsdorf.

In November 1902 the Berlin City Synod approached the Prussian State Railway Administration with the request to create a railway line from the existing state railway lines to the cemetery area. The Wannsee train station was quickly determined as the starting point, as this was within the scope of the Berlin suburban tariff and offered a fast connection to the most important parts of the diocese in Charlottenburg and the south-west of Berlin via the Wetzlarer Bahn and Wannseebahn . The dead body should be posted in the Halensee ring station . In 1908, the Prussian State Railroad declared that it was ready to operate and maintain it at its own expense, provided that the city synod would bear the construction and property acquisition. On October 21, 1909, a contract was signed between the Berlin City Synod and the Royal Railway Directorate Berlin . According to the contract, the city synod had to take over the construction itself. The railroad management took over the preparatory work, bringing about the state police examination and the ministerial approval of the detailed draft on account of the synod. In addition, the management had the right to unlimited construction supervision.

1.7 million marks were estimated for the construction plus the land purchase of 660,000 marks. The Stahnsdorfer Terraingesellschaft, from which the city synod had acquired the cemetery area, promised an upgrade of their remaining area from the construction of the route and therefore gave the area between the south-west cemetery and the property of Prince Friedrich Leopold of Prussia free of charge. In addition, the company made a grant of 630,000 marks on the condition that a siding would be built in Stahnsdorf and a stopping point south of the Potsdam trunk line to develop its Dreilinden colony. Prince Friedrich Leopold then gave the missing strip of land from Wannsee to the Potsdam trunk line free of charge, so that the city synod had to raise another 1.07 million marks. The city synod commissioned the Berlin company Orenstein & Koppel as general contractor to carry out the construction . The designs for the civil engineering structures were provided by the former government master builder Bruno Schulz , those for the building structures by the architect of the city synod Werner. The Royal Railway Directorate in Berlin was entrusted with examining the drafts and managing the construction work. In the end, the total costs amounted to 1.9 million marks without the purchase of land, which corresponds to a kilometer price of 431,818 marks. The groundbreaking ceremony took place in 1911, on June 2, 1913 the opening ceremony of the single-track line took place. Scheduled operations began the next day. In the period from the opening of the cemetery on April 1, 1909 to the start of operations, both the mourning guests and the deceased were transported by car from the Wannsee train station. From the start, the route was within the scope of the Berlin suburban tariff.

From opening to closing

Right from the start there were demands from the city of Teltow to extend the route via Teltow to Lichterfelde Ost . The project failed in 1914 due to the negative attitude of the state railway. At the end of 1914, plans to electrify the line as part of the city, ring and suburban railways became known. As a trial, the supply was to be made with 1600 volts DC voltage and power supply via a busbar on the side . A substation was to be built in Wannsee for this . The use of a test train with four four-axle railcars and six trailer cars was planned.

During the First World War , the Berlin Jewish Community had plans to build a large cemetery near Dreilinden. Dreilinden station was to be expanded for the transport of corpses, similar to Stahnsdorf. An intersection station at the intersection of the cemetery and main line was also optionally shown on measuring table sheets from 1915.

Compared to other suburban routes in the greater Berlin area, the route was used less. In 1914 there were five passengers getting off in Dreilinden on weekdays. In Stahnsdorf Friedhof their number fluctuated between 600 and 1400 depending on the number of burials. Typical here were the accumulation of the number of travelers on a few hours and an increased number on the day of repentance and prayer and on the Sunday of the dead . In the opening year, Stahnsdorf Friedhof station recorded 3870 passengers getting off on that day alone. In general, on Sundays, on which no funerals normally took place, an increased number of passengers in excursion traffic was observed. Dreilinden had an average of 20–50 passengers on these days, Stahnsdorf Friedhof had 550–1400 passengers. A count from 1922 gave Dreilinden 400 (working days) and 810 passengers (holidays), in Stahnsdorf 1100 (working days) and 4140 passengers (holidays). On May 4, 1926, the Reichsbahndirektion Berlin ordered the renaming of the Stahnsdorf Friedhof station to Stahnsdorf Reichsbahn .

As a result of the Greater Berlin Act , the rural community was incorporated into Berlin on October 1, 1920 . The city limits were located immediately south of the Königsweg flyover. As part of the electrification of the city, ring and suburban railways , electrical operation on the line began on July 10, 1928. Unlike usual, the traction current was returned via a separate return conductor rail . From August 22, 1928, all passenger trains were electric, which reduced travel time in both directions by two to six minutes. At the same time, the Wannsee train station received a third central platform, which enabled the complete separation of urban and suburban traffic from long-distance and freight traffic. From then on, the trains of the Friedhofsbahn were dispatched to the two middle suburban tracks, where the trains of the Wannsee Railway also stopped. The old city platform, where the trains stopped before, was used exclusively for steam trains on the Wetzlar Railway. The number of passengers rose as a result of electrification. In 1929 as a whole, the Dreilinden and Stahnsdorf Reichsbahn stations recorded 66,000 and 460,000 departed passengers, respectively, in 1934 there were already 120,000 and 692,000 respectively.

The Germania plans saw the doubling of the graveyard orbit and its extension of Stahnsdorf about Teltow to Lichterfelde Süd at the Anhalt Suburban Line ago. From 1938 to 1942, earthworks were carried out on the future route, the course of which is still partially visible in the street. There was no work on the existing route itself. From around 1940 the Reichsautobahn route 51 (today's Bundesautobahn 115 ) crossed the Friedhofsbahn between Königsweg and Stammbahn.

In the last days of the war the iron bridge over the Teltow Canal was blown up, traces of the fighting can still be seen on the southern bridge abutment. With the occupation of Germany by the victorious powers, the section of the route located in Greater Berlin was in the American sector . Dreilinden and Stahnsdorf were in the Soviet occupation zone , from which the German Democratic Republic (GDR) emerged in 1949 . The S-Bahn traffic could be resumed from September 17, 1945 to Dreilinden. In November 1945, the reconstruction work on the bridge began, which dragged on for several years. Since the Südwestkirchhof was isolated from local public transport except for a newly established bus line, the Deutsche Reichsbahn had a temporary bridge built next to the railway bridge so that pedestrians could walk over the unused track to Stahnsdorf. On May 27, 1948, the trains were able to run through to Stahnsdorf again. The addition Reichsbahn at Stahnsdorf station was dropped on the same day.

From June 1, 1952, West Berliners were forbidden to enter the GDR without a valid pass . Border controls were therefore carried out in Dreilinden in order to check passengers' travel documents and the smuggling of goods. The controls also concerned the transport of goods and corpses in Stahnsdorf. As a result, burials and visits to the south-west cemetery had become almost impossible for the residents of West Berlin. After the residents of Kleinmachnow and Stahnsdorf were referred to bus routes bypassing West Berlin in January 1953, the Reichsbahn stopped train services on January 19, 1953. She named construction work as the official reason, but neither the track and line systems nor the stations were structurally changed. At the urging of the Protestant parish, the Reichsbahn resumed operations on September 11, 1954. With the construction of the Berlin Wall , train traffic was stopped on the night of August 13, 1961 and the main line was interrupted 300 meters north of Dreilinden.

Time after decommissioning

From 1963, the tracks in the GDR were dismantled for use elsewhere. The station building in Dreilinden was demolished around the same time. With the relocation of the GDR control point in Drewitz and the West Berlin control point in Dreilinden in 1969, today's federal highway 115 was relocated to the southeast and the route of the main line was also interrupted. The station building at Stahnsdorf station served as a warehouse until 1973. After the blasting in 1976, the pedestrian tunnel was filled with rubble.

On the West Berlin side, the main line was initially retained. The Reichsbahn occasionally used the ramp south of the Wannsee station for shunting trips between the S-Bahn station and the long-distance station. After the transfer of the operating rights to the Berliner Verkehrsbetriebe in January 1984, they intended to use the line to Königsweg as a test track . The structural condition of the line quickly turned the plans into waste. In order to make the area accessible for hikers, in 1986/87 the Berlin Forest Administration had the track including sleepers, power rails, return rails and fastenings dismantled and the bridges over the Kurfürsten- and Gestellweg demolished. In 1992, at the level of the Wannsee depot, the overpass structure with the Berlin – Blankenheim railway line had to be demolished due to its electrification. The abutments were preserved.

The German-German unification treaty stipulated that “the railway lines that were interrupted by the construction of the Wall will be restored”, but there are no concrete plans for the reopening of the cemetery railway. In addition, an extension beyond Stahnsdorf to the S-Bahn line to Teltow , which was opened in 2005, was also considered, for which plans already existed at the time of the Third Reich and a route was kept free in parts. Another alternative would be a partial reopening of the main line from Zehlendorf to Dreilinden, from where the route could then be led over the route of the cemetery railway to Stahnsdorf.

From 1991 the Evangelical Church in Berlin-Brandenburg complained about the restoration of the route. The church leadership was supported in their claim by the Stahnsdorf community, whose population had risen from 8,154 in 1989 to around 14,100 at the end of 2009. The 13th Chamber of the Administrative Court in Berlin dismissed the action. With a judgment of December 22, 2010 it was determined that the Protestant church from the 1909 contract with the Prussian railway administration for the construction of a railway from Wannsee to Stahnsdorf was not entitled to the restoration of the railway line that was closed in 1961. The claim from the contract concluded a hundred years ago only relates to wear and tear, but the closure and dismantling were based on a politically justified decision by the GDR leadership. Claims for damages against the railway have also remained unsuccessful, since the transfer of the property was the basis for operation at the time, whereby the railway started and carried out operations. The judgment is final after the Higher Administrative Court rejected the application of the Evangelical Regional Church Berlin-Brandenburg for admission of the appeal by decision of May 4, 2012.

At the end of 2013, Deutsche Bahn announced that it would have the railway overpass over the Teltow Canal demolished soon. The steel truss bridge with a span of 62 meters was no longer considered to be roadworthy. In spring 2014, the company offered for sale an area of around 75,000 m² of the railway line in the Brandenburg communities of Kleinmachnow and Stahnsdorf, including the bridge over the Teltow Canal. Around 10 hectares of the railway area were sold to the communities of Kleinmachnow and Stahnsdorf at the end of 2016, who want to secure the area for a possible restart. The bridge superstructure was finally excavated using a floating crane in November 2018; the two abutments will initially be retained.

In 2016, DB Engineering & Consulting prepared a feasibility study for the connection from Wannsee via the Friedhofsbahn to Teltow on behalf of the municipalities of Teltow, Kleinmachnow and Stahnsdorf. The route was divided into three sections to be examined. Section 1 comprises a four-kilometer extension from the Teltow S-Bahn station to Stahnsdorf Sputendorfer Strasse station with construction costs of around 53 to 57 million euros, which are largely caused by other necessary substations. The reconstruction of the actual cemetery railway was designated as section 2. This would require, among other things, new and significantly raised bridge structures over the Teltow Canal and the relocated motorway route. The costs necessary for this five-kilometer section were given as at least 81 million euros. The last and most expensive section 3 per kilometer would be two kilometers long and should cost at least another 59 million euros. These result, among other things, from the necessary compensation payments for land to be expropriated as well as the planned construction in a trough location due to the noise protection . The study comprises a single-track line with two possible crossings for a 20-minute cycle and three S-Bahn stations (Kleinmachnow-Dreilinden, Stahnsdorf Potsdamer Allee, Stahnsdorf Sputendorfer Straße). If the state of Brandenburg, as the customer, should place the order for one or more sections, a period of ten years per section can be expected until each section is opened due to the lengthy approval and planning processes.

The Berliner Unterwelten association offers hikes along the former cemetery railway at irregular intervals.

traffic

passenger traffic

The first timetable provided for ten pairs of trains on weekdays and 16 pairs of trains on Sundays. These drove at noon and in the afternoon every hour and took eight minutes for the four kilometers. The trains went to and from Erkner and Friedrichshagen via the Stadtbahn . After a brief decline from the end of the First World War to seven pairs of trains on weekdays and nine pairs of trains on Sundays, the numbers rose again in the early 1920s. The 1922 summer timetable lists 26 pairs of trains on Sundays that ran hourly until noon and every half hour thereafter. Since the number of passengers outside of the burial times was comparatively low, the trains only ran between Wannsee and Stahnsdorf between July 14, 1925 and May 15, 1926 outside of the peak times.

With the start of electrical operations on July 10, 1928, the Reichsbahn initially made six circuits between Friedrichshagen and Stahnsdorf. The timetable of August 22, 1928 provided for a half-hourly shuttle train between Wannsee and Stahnsdorf with connections to and from the light rail trains. With the timetable of March 20, 1929, the Reichsbahn adapted the travel times to the electrical operation, they were reduced to six minutes between the two terminus stations. At the same time, a second shuttle train was used on Sundays to reduce the cycle on this train group M to 20 minutes. If necessary, train group G _{II also ran} between Mahlsdorf and Stahnsdorf on Sundays , train group M was then omitted. From May 22, 1937, train group M also ran every 20 minutes on weekdays. From February 1, 1941, train group G _{II was} discontinued , the timetable on the train group was uniform on weekdays and Sundays until around 1945.

The first trains from September 17, 1945 initially ran every hour on the route between Potsdam Ringbahnhof and Dreilinden. From July 27th, the trains ran every 40 minutes, at the same time the group of trains was extended via the north-south S-Bahn tunnel to Friedrichstrasse . From November 16, 1947, this train group 1 ran between Stettiner Bahnhof and Dreilinden. After the Teltow Canal Bridge was put back into operation, trains were able to pass through to Stahnsdorf from May 27, 1948. The northern destination was Birkenwerder from June 6, 1948 . In order not to have to use full-time trains on the route, from February 8, 1950, only a half train ran as train group 6 between Wannsee and Stahnsdorf, the train interval remained at 40 minutes. From May 1951, there was again a 20-minute cycle on the line. After the resumption of traffic in September 1954, a train initially ran every half hour. From the beginning of 1955, two quarter trains ran every 20 minutes.

Freight and corpse transport

The Royal Railway Directorate in Berlin set up a collection point on Paulsborner Strasse at Halensee station to transport the corpses , where the coffins were loaded into covered freight wagons. These were transferred from Halensee to Wannsee and there clamped in the scheduled freight trains to Stahnsdorf. A pair of freight trains ran between Wannsee and Stahnsdorf as scheduled. Initially, the daily volume was about ten corpses, for the 1930s it was estimated that about 60 corpses a day. The transport costs were included in the funeral costs and were initially 5–15 marks for children and 20 marks for adults.

For the construction of the north-south axis , several Berlin cemeteries were to be devoloped from the end of the 1930s. In advance, a total of 15,000 graves in the Old and New St. Matthew Cemetery and the New Twelve Apostles Cemetery were measured, dismantled and transported by rail to Stahnsdorf. In the course of the Second World War, the reburial ended .

The corpse collection point on Paulsborner Strasse in Halensee was destroyed in the Second World War. The Reichsbahn set up a corpse collection point in Markgraf-Albrecht-Strasse south of the Charlottenburg train station , from where the coffins were transported to Stahnsdorf by truck. From August 29, 1946, a new corpse collection point was set up in the Steglitz freight yard . Until the Teltow Canal Bridge was put back into operation, the coffins were taken by train to Drewitz station and from there by truck to the cemetery. From 1948 the corpses were transported back to Stahnsdorf.

With the 1952 regulation that West Berliners were no longer allowed to enter the GDR, the volume in Stahnsdorf fell sharply. Funerals of West Berliners were only permitted with the consent of the GDR or if relatives were resident in the GDR. After the wall was built, Drewitz was designated as an alternative station, and the GDR authorities had to give approval for transfers.

literature

Roloff: The Wannsee – Stahnsdorf cemetery railway . In: Zentralblatt der Bauverwaltung . 34th year, no. 83, 84 , 1914.
Wolfgang Kiebert: Wannsee – Stahnsdorf. A S-Bahn line offside . In: Verkehrsgeschichtliche Blätter . 36th year, no. 6 , 2009.
Hansjörg F. Zureck: 100 years of the cemetery railway . In: Berliner Verkehrsblätter . No. 6 , 2013.

Web links

Commons : Friedhofsbahn - Collection of images, videos and audio files

Photographs and history of the cemetery railway on bsisb.de

Photographs and history of the Friedhofsbahn on stilllege-s-bahn.de

Photographs and history of the cemetery railway on bahninfo.de

Information about the Stahnsdorf-Wannsee cemetery railway: site plan, comments, schedule, profitability, press, ring closure

Individual evidence

↑ ^a ^b ^c Mike Straschewski: Stahnsdorf. In: stadtschnellbahn-berlin.de. May 11, 2014, accessed March 15, 2020 .
↑ ^a ^b ^c ^d Roloff: The Wannsee – Stahnsdorf cemetery railway . In: Zentralblatt der Bauverwaltung . 34th year, no. 83 , October 17, 1914, p. 586-588 .
^ Lars Molzberger: Signal box Wannsee (Ws). In: berliner-stellwerke.de. Retrieved March 15, 2020 .
^ ^A ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l Peter Bley: The cemetery railway Wannsee – Stahnsdorf . In: Berliner Verkehrsblätter . No. 5 , 1978, p. 86-94 .
^ ^A ^b Matthias Sauer: The cemetery railway. Page 1. In: stadtschnellbahn-berlin.de. June 2, 2014, accessed January 31, 2020 .
↑ ^a ^b ^c Roloff: The cemetery railway Wannsee – Stahnsdorf . In: Zentralblatt der Bauverwaltung . 34th year, no. 84 , October 21, 1914, pp. 590-592 .
↑ ^a ^b Mike Straschewski: Dreilinden. In: stadtschnellbahn-berlin.de. May 11, 2014, accessed February 20, 2020 .
↑ ^a ^b ^c ^d ^e ^f Matthias Sauer: The cemetery railway. Page 2. In: stadtschnellbahn-berlin.de. June 2, 2014, accessed February 20, 2020 .
↑ ^a ^b ^c ^d Matthias Sauer: The cemetery railway. Page 3. In: stadtschnellbahn-berlin.de. June 2, 2014, accessed March 16, 2020 .
↑ ^a ^b Tobias Reichelt: Old S-Bahn bridge over the Teltow Canal is being torn down . In: Der Tagesspiegel . September 6, 2013 ( tagesspiegel.de [accessed December 25, 2013]).
↑ Katrin Bischoff: Dead Gleise. The church wants to reactivate the cemetery railway to Stahnsdorf - and is going to court for it . In: Berliner Zeitung . January 19, 2010, p. 20 .
↑ No “cemetery railway” to Stahnsdorf for the Evangelical Church (No. 4/2011). Press release. Administrative Court Berlin, January 28, 2011, accessed on March 16, 2020 .
↑ No entitlement to the return of property belonging to the so-called Friedhofsbahn. File number OVG 12 N 30.11 . Higher Administrative Court Berlin-Brandenburg, May 4, 2012, accessed on September 9, 2012 .
↑ Property catalog - disused railway line (cemetery railway) in Kleinmachnow / Stahnsdorf. (No longer available online.) Deutsche Bahn AG, archived from the original on March 29, 2014 ; accessed on March 28, 2014 .
^ Solveig Schuster: Friedhofsbahnbrücke over the Teltow Canal will be demolished . In: Der Tagesspiegel . June 4, 2018 ( tagesspiegel.de [accessed October 9, 2018]).
↑ The cemetery bridge floats there. In: kleinmachnow.de. November 28, 2018, accessed December 14, 2018 .
↑ It is possible, but it takes ... In: Bäke-Courier . No. 18 , 2016, p. 1–2 ( baeke-courier.de [PDF; accessed March 9, 2020]).
↑ On the trail of the cemetery railway ... - shut down, dismantled, forgotten. In: wanderung-friedhofsbahn.de. Berliner Unterwelten eV, accessed on June 30, 2016 .
^ Lücking: Plant for the transfer of corpses at Berlin-Halensee train station . In: Zentralblatt der Bauverwaltung . No. 40 , May 21, 1913, pp. 265-266 .

[ssb_Std-1] Mike Straschewski: Stahnsdorf. In: stadtschnellbahn-berlin.de. May 11, 2014, accessed March 15, 2020 .

[ZBBV_83/14-2] Roloff: The Wannsee – Stahnsdorf cemetery railway . In: Zentralblatt der Bauverwaltung . 34th year, no. 83 , October 17, 1914, p. 586-588 .

[3] Lars Molzberger: Signal box Wannsee (Ws). In: berliner-stellwerke.de. Retrieved March 15, 2020 .

[BVB_5/78-4] A ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l Peter Bley: The cemetery railway Wannsee – Stahnsdorf . In: Berliner Verkehrsblätter . No. 5 , 1978, p. 86-94 .

[ssb_Fb1-5] A ^b Matthias Sauer: The cemetery railway. Page 1. In: stadtschnellbahn-berlin.de. June 2, 2014, accessed January 31, 2020 .

[ZBBV_84/14-6] Roloff: The cemetery railway Wannsee – Stahnsdorf . In: Zentralblatt der Bauverwaltung . 34th year, no. 84 , October 21, 1914, pp. 590-592 .

[ssb_Dr-7] Mike Straschewski: Dreilinden. In: stadtschnellbahn-berlin.de. May 11, 2014, accessed February 20, 2020 .

[ssb_Fb2-8] ↑ ^a ^b ^c ^d ^e ^f Matthias Sauer: The cemetery railway. Page 2. In: stadtschnellbahn-berlin.de. June 2, 2014, accessed February 20, 2020 .

[ssb_Fb3-9] Matthias Sauer: The cemetery railway. Page 3. In: stadtschnellbahn-berlin.de. June 2, 2014, accessed March 16, 2020 .

[TS-2013-09-06-10] Tobias Reichelt: Old S-Bahn bridge over the Teltow Canal is being torn down . In: Der Tagesspiegel . September 6, 2013 ( tagesspiegel.de [accessed December 25, 2013]).

[11] Katrin Bischoff: Dead Gleise. The church wants to reactivate the cemetery railway to Stahnsdorf - and is going to court for it . In: Berliner Zeitung . January 19, 2010, p. 20 .

[12] No “cemetery railway” to Stahnsdorf for the Evangelical Church (No. 4/2011). Press release. Administrative Court Berlin, January 28, 2011, accessed on March 16, 2020 .

[13] No entitlement to the return of property belonging to the so-called Friedhofsbahn. File number OVG 12 N 30.11 . Higher Administrative Court Berlin-Brandenburg, May 4, 2012, accessed on September 9, 2012 .

[14] Property catalog - disused railway line (cemetery railway) in Kleinmachnow / Stahnsdorf. (No longer available online.) Deutsche Bahn AG, archived from the original on March 29, 2014 ; accessed on March 28, 2014 .

[15] Solveig Schuster: Friedhofsbahnbrücke over the Teltow Canal will be demolished . In: Der Tagesspiegel . June 4, 2018 ( tagesspiegel.de [accessed October 9, 2018]).

[16] The cemetery bridge floats there. In: kleinmachnow.de. November 28, 2018, accessed December 14, 2018 .

[17] It is possible, but it takes ... In: Bäke-Courier . No. 18 , 2016, p. 1–2 ( baeke-courier.de [PDF; accessed March 9, 2020]).

[18] On the trail of the cemetery railway ... - shut down, dismantled, forgotten. In: wanderung-friedhofsbahn.de. Berliner Unterwelten eV, accessed on June 30, 2016 .

[19] Lücking: Plant for the transfer of corpses at Berlin-Halensee train station . In: Zentralblatt der Bauverwaltung . No. 40 , May 21, 1913, pp. 265-266 .