Outer ring of goods

This article deals with the outer freight ring around Berlin. It is not to be confused with the Berlin outer ring that was built later .

Outer ring of goods / bypass routes
Route number (DB) :	6541 Teltow – Schönefeld 6008 Schönefeld – Grünauer Kreuz 6126 Grünauer Kreuz – Eichgestell 6080 Eichgestell – Biesdorfer Kreuz 6067 Biesdorfer Kreuz – Berlin-Karow East 6084 Berlin Karow East – Berlin-Karow
Gauge :	1435 mm ( standard gauge )
Legend from Jueterbog 0.0 Teltow 1.1 to Berlin Südkreuz Brandenburg / Berlin border State border Berlin / Brandenburg 4.1 Osdorf 5.1 Brandenburg / Berlin border according to Lichtenrade 7.1 Dresden – Berlin from Lichtenrade 7.7 Lichtenrade (GAR) 8.2 Lichtenrader Damm / tram line 99 8.4 Lichtenrade East State border Berlin / Brandenburg 10.8 Großziethen 11.6 Großziethen East 13.3 Brandenburg / Berlin border 13.9 State border Berlin / Brandenburg 14.6 Mittenwalde (Mark) - Berlin-Neukölln from Mittenwalde (Mark) Schoenefeld village Berlin outer ring from Schönefeld Airport Berlin outer ring to the Grünauer Kreuz 16.8 Schönefeld settlement 17.2 Brandenburg / Berlin border 17.6 Berlin Grünbergallee 19.1 Berlin-Altglienicke to Berlin-Grünau to Berlin-Adlershof Görlitz Railway Berlin outer ring from Grünauer Kreuz 21.6 Teltow Canal 23.7 Berlin Wendenheide Branch line Schöneweide – Spindlersfeld 24.7 Spree 26.2 Berlin calibration frame to Berlin-Köpenick and Berlin Ostbahnhof Guben – Berlin Wuhlheide (GAR) 28.1 Biesenhorst 29.2 Warmbader Strasse Trench jump curve to Berlin-Kaulsdorf VnK route Rummelsburg - Kaulsdorf from Berlin-Kaulsdorf Biesdorfer Kreuz with the Ostbahn 35.0 Spring pool after Wriezen Berlin – Wriezen 38.5 Wartenberg from Berlin-Pankow 45.5 Berlin-Karow to Bernau (b Berlin) and Fichtengrund Only operating and branch points of the GAR are shown. In the Schönefeld area, no distinction is made between the two GAR routes before and after the re-routing in 1951. The BAR is only shown up to the Grünauer Kreuz, behind which the BAR emerged from the GAR, albeit mostly with a new route.

The Berliner Güteraußenring (GAR) was built in 1940/41, about 45 kilometers long rail link from Teltow to Berlin-Karow to the southern and eastern bypass of the city of Berlin . Originally part of older plans for a planned ring connection around the city, which had already been partially implemented by 1926 with the bypass railway, the plans were moved from 1938 in the south of Berlin to a route significantly closer to the city. The line was only provisionally built during World War II.

The southern section from Teltow to Grünau was heavily used until 1951, after which it was replaced by the newly built outer ring and gradually shut down in the 1950s. The route east of Schönefeld has been used for the S-Bahn since 1962, the remaining part of the route has been dismantled.

The eastern section from Grünau to Karow was expanded between 1951 and 1957 and most of the route was redesigned. Since then it has been part of the Berlin outer ring .

course

From Teltow to Grünauer Kreuz

The outer freight ring began in the Teltow freight yard on the Anhalter Bahn. To the north of the station, the line bent to the east and continued via Osdorf and Lichtenrade (there connection to the Dresden Railway ), Großziethen to Schönefeld and from there essentially along the current route of the S-Bahn via Altglienicke to the Grünauer Kreuz .

From the Grünauer Kreuz to Karow

Bridge over Dörpfeldstrasse, 1991

The route continued to the north in a similar way to today's Berlin outer ring via Eichgestell and Wuhlheide to the Biesdorfer Kreuz . There the Ostbahn was crossed under and the route continued to Berlin-Karow on the Szczecin Railway .

Later expansion from Karow to Oranienburg

A bypass route built in 1950 leads from Berlin-Karow via Basdorf , using a section of the Heidekrautbahn to Wensickendorf , then via Schmachtenhagen to Fichtengrund station with connections to the Berlin Northern Railway to the north and to Oranienburg . There was a transition to the bypass line that ran around Berlin to the north and west. This route is sometimes also referred to as the northern outer goods ring and also continues the kilometrage of the outer goods ring. However, it was created primarily for the purpose of bypassing West Berlin and has nothing to do with the originally planned route of the outer freight ring, which was supposed to run further south, partly over the area that then belonged to West Berlin.

→ Main article : Berlin-Karow – Fichtengrund railway line

history

Prehistory and bypass until 1926

Already at the beginning of the 20th century, various projects to bypass Berlin were planned, especially for freight traffic to relieve the routes in the city. Construction began in the west. In 1902/1904 the line from Treuenbrietzen near Jüterbog via Wildpark near Potsdam and Wustermark to Nauen went into operation. In 1915 the route from Nauen to Oranienburg followed .

→ Main article : Bypass railway (Brandenburg)

Further plans envisaged a connection route from Michendorf to Biesdorf via Wuhlheide , and a marshalling yard was to be built south of Michendorf . In March 1914, the Prussian state parliament received the draft of a railway loan law , which among other things included the funds for the construction of this connection, Mahlsdorf was planned as the new eastern end point . The First World War did not lead to construction, but the planning continued under the responsible direction of senior building officer Waldemar Suadicani . It was not expected that the 57-kilometer route would cover costs, but there was an urgent need to relieve pressure on the railway systems in Berlin and provide high military benefits. The new route should cross the existing routes at level. In Seddin and Berlin-Köpenick station , it was supposed to flow into the connecting station parallel to the old lines, similar to what had already happened with the existing bypass line in Nauen, Wusterpark and Wildpark. In Köpenick a flyover was planned east of the station via the Lower Silesian-Märkische Railway . A double-track connecting curve in the direction of the Rummelsburg marshalling yard was planned; only single-track connections were to be created at the intersections with the Anhalter and Dresdener Bahn . Another marshalling yard was planned in the Mahlsdorf area.

After the end of the war, 44 million marks were again approved in the budget of the Reich Ministry of Transport in 1922 for the construction of this line, which was designed as a main line . Construction started on the whole route. In September of the inflation year 1923, however, the decision was made to concentrate only on the western part until the end of 1924 and to thread the line northwards into the Anhalter Bahn shortly after what would later become the Genshagener Heide station. The single-track line from Michendorf on the Berlin – Blankenheim line to Großbeeren station was opened on December 1, 1926. With the opening of the Seddin marshalling yard in the early 1920s , the line was soon so heavily loaded that it was expanded to double tracks by 1929.

→ Main article : Michendorf – Großbeeren railway line

In the adjacent Teltow station, the Teltow Railway was connected , which curved south around the town of Teltow and connected various industrial companies to the Teltow Canal .

Some earthworks had already taken place east of the Anhalter Bahn by September 1923. In December 1927, the Reichsbahn decided to forego the construction of the bypass line and to use the funds available to upgrade the Wannsee-Grunewald line to four tracks. It was not until much later and under completely different conditions that part of the Berlin outer ring was opened in 1951 on almost the same route .

Planning from 1937 to 1939

In 1937 the National Socialists planned to convert Berlin into the "World Capital Germania". In this context, there should no longer be any through freight traffic in Berlin, this should be carried out via an outer freight ring with four efficient marshalling yards. Initially, it was planned to resume the construction work, which had been interrupted in 1923, with a marshalling yard near Diedersdorf. However, the Diedersdorf location turned out to be extremely unfavorable, Großbeeren appeared much cheaper, but the outer freight ring would then have to be run along there. Since a route from Potsdam via Stahnsdorf to Teltow (which was never built) was planned anyway , it made sense to extend this eastward from Teltow (then “Teltower Kreuz”).

In 1938, a completely new route from Teltow via Lichtenrade, Großziethen to Schönefeld was suddenly necessary for the long-planned and urgent construction project “Güteraußenring”. This was closer to Berlin and also ran through inhabited areas in Lichtenrade. The planning was pushed ahead with high pressure, the line was to be built with four tracks (two tracks for freight traffic plus reserve space for the later construction of two S-Bahn tracks) and built in a low-lying area in order to simplify the construction of crossing road bridges. In Lichtenrade alone, two new S-Bahn tower stations were planned: Lichtenrader Kreuz (at the intersection with Dresdener Bahn) and Lichtenrade-Nord (at the intersection with tram line 99).

In the early summer of 1939, a makeshift bridge was built as the first construction measure to guide the tram in Lichtenrade over the planned conveyor line for excavation. On August 4, however, an ordinance was issued that prohibited the start of new construction projects until October 1, 1939. After the beginning of World War II , this temporary building ban became permanent.

The construction of the outer freight ring from Teltow to Kaulsdorf in 1940

After just a few months, however, it became clear that the war was causing ever greater operational difficulties at the Berlin railway junction, and the inner-city route network was much more at risk from air attacks than a railroad line running on the periphery. On March 29, 1940, Fritz Todt classified the building as important to the war effort with the highest level of urgency. The Council of Ministers for Reich Defense under Hermann Göring issued the "Ordinance on the Implementation of War-important Construction Projects of the Deutsche Reichsbahn" of April 23, 1940, according to which the Reichsbahn was allowed to start work regardless of the property situation, only to demolish houses on the route to observe a period of one month between the written notice and the eviction. Construction began on July 1, 1940.

The route was only built in a very simplified manner, at ground level and single-track, and largely adapted to the terrain within the permissible slopes. In Siegfriedstrasse, at the beginning of the Sigridshorst settlement , three residential buildings had to give way to the railway construction. Between the level crossings Osdorfer Straße and Reichsstraße 101 , the Osdorf crossing station was built south of the Osdorf estate . In Lichtenrade, the Dresden Railway and the tram were raised on the Lichtenrader Damm. In between, the Lichtenrade GAR junction was built, the construction of which required the demolition of twelve residential buildings and in the middle of which was the Halkerzeile level crossing , which was mostly closed, so a footbridge was also built right next to it. Further to the east, Berliner Straße (today Alt-Lichtenrade) and Buckower Straße (today Töpchiner Weg) were crossed with level crossings. The Groß Ziethen junction station was there between the highways from Buckow and Rudow. In the Schönefeld area, the Neukölln-Mittenwald railway , which was laid here in a cut, was first crossed, then a connecting track and a crossing station followed. The subsequent tram line to the Henschelwerk , which was only opened in August 1940, had to be raised to cross it in the same year. The level crossing with Reichsstrasse 179 (Waltersdorfer Chaussee) was built 50 meters to the east . In the Altglienicke area, a three-meter-deep cut that was built in the early 1920s could be partially used. However, the Bohnsdorfer Weg bridge built over it at that time stood in the way of the new route, it was demolished and replaced by a level crossing.

In the adjoining area, the route had to be led over numerous bridges, all of which were only built as temporary bridges due to the war. The crossing of the Teltow Canal and the Spree was the most complex . The 90-meter-long three-span Teltow Canal Bridge required two intermediate supports, for the construction of which the canal profile was considerably restricted. In addition, the towing railway had to be relocated on both banks in such a way that the supports were bypassed on the water side. The single-track Spree bridge consisted of two sheet metal girder bridges, each 27 meters long, over the ship passages. On both sides there was a 9 meter long steel bridge, which was continued as a wooden structure on both banks.

Behind the last crossing station at Biesenhorst, the GAR split into two single-track lines. For journeys to the north, the trench jump curve was built, which led on the east side of Lauchhammerstraße and across Walslebener Platz to the new junction Grabensprung within sight of the street of the same name, where it merged into the VnK route that reached Kaulsdorf station . In the opposite direction, trains coming from Kaulsdorf to Biesdorf station remained on the Ostbahn, immediately behind it the GAR track began, which led south to the Biesenhorst junction station.

On December 14, 1940, the Teltow – Friedrichsfelde Ost section was tested for the first time, but numerous signaling and safety systems were still missing. On December 27, 1940, a freight train crossed the route for the first time. Even after that there were still numerous shortcomings. It was not until mid-October 1942 that the Reichsbahndirektion Berlin was ready to take over the line built in 1940 from the Reichsbahnbaudirektion Berlin .

The construction of the outer freight ring from Biesenhorst to Karow in 1941

Changes to the planning for the extension of the outer freight ring to Karow made it necessary to relocate the Biesenhorst crossing station (just before Friedrichsfelde Ost). For this purpose, a signal box that was only a few months old had to be rebuilt and the route from 1940 had to be closed for two weeks. Scheduled operations to Karow began on October 6, 1941.

Further expansion during the Second World War from 1944 to April 1945

In 1944, double-track expansion of the line in the south began. The start of operations from Teltow to Lichtenrade is assured, for which the Osdorf crossing station was closed again. At the Lichtenrader Kreuz with the Dresdener Bahn, where the two lines had only been connected by a south-east curve since 1940, an additional south-west curve was built and put into operation on December 22, 1944, perhaps not until the beginning of 1945.

The second track was also built east of Lichtenrade. It is not known whether and how far it was still in operation. On January 23, 1945 it was noted that the second track had been built, but was occupied by parked trains. The last note, dated April 9th, states that commissioning can be expected shortly. In both cases, however, the exact route section is missing. On April 22, 1945 , the first Soviet troops reached Lichtenrade.

Post-war period 1945 to 1949

After the end of the Second World War, the second track was dismantled as a reparation payment .

In the southern part between Teltow and the Görlitzer Bahn near Grünau, operations started again just a few weeks after the end of the war. The safety systems were still out of order, which is why all trains received a written travel order that was valid until the next station.

In the eastern part, however, there was numerous damage, in particular the bridge over the Teltow Canal was blown up and there was a gap in the Spreebrücke. Both bridges were poorly repaired at the end of August 1946, and the entire GAR as far as Karow was operational again at the beginning of September.

As early as 1946, the Soviet Military Administration in Germany (SMAD) wanted to end as many trains as possible in the Soviet instead of the American sector. A detour via the GAR was often an option. The fact that the route between Teltow and Schönefeld crossed the American zone three times was of secondary importance at the time. In 1946/47 long-distance trains of the Anhalter and Dresdener Bahn were led over the outer freight ring between Teltow and Eichgestell, where they were transferred to the Silesian Railway .

The Spreebrücke had to be closed again in September 1947. Both bridges were open to traffic again at the end of 1947. The speeds were limited to a maximum of 5 km / h. At the beginning of 1949, both temporary bridges from the war years were replaced by so-called permanent temporary bridges that could be screwed together from individual parts, on which up to 30 km / h could be driven.

The section north of the Eastern Railway was no longer of great operational importance. In August 1947, the entire track between Biesenhorst and Karow, including the Springpfuhl – Marzahn curve, was dismantled so that the material could be used for other purposes. The reconstruction line Biesenhorst – Springpfuhl – Marzahn was put into operation in February 1949, after Karow only on April 1, 1950.

Passenger traffic between Kaulsdorf and Grünau from 1948 to 1949

In 1948, scheduled passenger suburban traffic was set up on the GAR, which was actually only built for freight traffic. From June 15, 1948, railcars ran between Kaulsdorf and Grünau every hour, intermediate stops were Grabensprung, Warmbader Strasse (today's Klara-Schabbel-Strasse ), Biesenhorst and Wuhlheide. A few days later, the traffic to Wuhlheide was reduced to a 30-minute cycle. The aforementioned bridge work often resulted in severe restrictions, and this traffic was finally stopped around mid-March.

Passenger traffic between Lichtenrade and Grünau from 1948 to 1958

On July 26, 1948, railcar traffic was introduced between Lichtenrade and Grünau. The trains ran every 80 minutes, so that one train was enough for the 27-minute route in each direction. In Lichtenrade there was a direct connection to and from Rangsdorf, where the trains ran every 40 minutes. The stations served were

• Lichtenrade (platform of the S-Bahn)
• Lichtenrade-Ost (from July 22, 1949)
• Groß Ziethen
• Schoenefeld village
• Schönefeld settlement
• Grünberg Allee (from May 15, 1949 at the latest)
• Altglienicke
• Grünau (platform C)

On October 8, 1950, this passenger traffic was stopped again.

In order to connect Groß Ziethen, passenger traffic was resumed there in mid-October 1952, but now from Schönefeld via the now completed new line of the “Berlin outer ring” to Schöneweide . The only stopover was Adlershof . Initially seven, later up to ten pairs of trains ran daily until October 2, 1954. An additional stop in the Altglienicke area was planned, but could not be built on this route due to its efficiency.

As of October 3, 1954, traffic was therefore relocated back to the old GAR route, which was already in use in 1948. The trains no longer began in Lichtenrade, but in Groß Ziethen. An additional station "Groß Ziethen Ost" was built there. The Schönefeld Dorf train station was abandoned, where the route has now been swiveled a short distance to the new line. At the following three stations, the platforms used until 1950 were put back into operation. In Grünau, a new platform was built in the curve towards Altglienicke.

On May 31, 1958, suburban traffic on the GAR was finally stopped. This also ended passenger traffic in Groß Ziethen, Groß Ziethen Ost and “Schönefeld Expansion”. The Grünbergallee and Altglienicke stations were rebuilt in 1962 with the opening of the S-Bahn, which runs on the old GAR route.

Further development from 1949

Teltow – Schönefeld: The Berlin outer ring (BAR) was built here in 1951 on a completely new route further away from the city, which was roughly based on the original plans for the bypass from before 1930. The GAR was out of the question because the route changed several times between the West Berlin urban area and the GDR area . The section in the Lichtenrade – Großziethen area is still shown on a map of the Reichsbahndirektion from 1959, but not on a city map from 1955. Even after the final cessation of passenger traffic in 1958, there was still a small amount of freight traffic east of Groß Ziethen.

As a result of the construction of the Wall in 1961, the route was almost completely dismantled, so that today there are hardly any remains of it to be discovered. Only the sections around the Dresden railway in Lichtenrade located in West Berlin were used for connection purposes for the local industry until the 1970s.

Schönefeld – Grünau: Here, too, the BAR was built in 1951 on a completely new route, but now closer to the city. In the Schönefeld area, the GAR was swiveled onto the new route for a short distance at Schönefeld train station. The old route was retained and was used for suburban passenger traffic from 1954 to 1958, and the eastern part to Grünbergallee from 1959 to 1963 for goods traffic to Schönefeld Airport. The S-Bahn to Schönefeld, which was inaugurated on February 6, 1962, was built on this route. At the eastern end, the line has not led to Grünau since then, but instead merges into the S-Bahn tracks in the direction of Adlershof. The dams on the connecting curve to Grünau are still there.

Grünau – Dörpfeldstrasse: The line was re-routed as BAR in 1951 and straightened in the process.

Dörpfeldstrasse – Eichgestell: The existing track was retained and a second track was added in 1951. Since then, this section has been counted as part of the BAR.

Eichgestell – Springpfuhl: The Wuhlheide marshalling yard was built in this area from 1953. The single-track GAR remained in operation between Sgn and Wuhlheide. It was not until the Biesdorfer Kreuz was put into operation in 1971 that the double-track outer ring was also created here.

Herzberg curve: In May 1951 a connecting curve between the GAR and the Wriezener Bahn was put into operation (Herzberg curve). It branched off north of the Springpfuhl station at the Sgn signal box and connected to the Wriezener Bahn north of the Magerviehhof station and enabled passenger trains to travel to Lichtenberg station, which took over the traffic from the Szczecin station .

Springpfuhl – Karow: Starting in 1955, the Berlin outer ring was completely redesigned over a length of nine kilometers. The commissioning took place in 1956/57, at the same time the GAR was shut down and then dismantled. The new route runs up to 750 meters further west.

Today's situation / traces

A few remnants of the disused route section can still be seen.

From Teltow to Osdorf

There is no longer any trace of the northern area of ​​the Teltow freight station near the border; it is now densely populated by allotments. The former Teltow Railway , which was closed today and which established the western connection of the outer freight ring to the Teltow Canal in Stahnsdorf, was relocated further south after the wall was built and finally had to give way to the reconstruction of the Anhalter Railway in 2005.

On the outskirts of the city near Lichterfelde Süd, the remains of the sleeper tracks are still hidden in a birch grove east of the Anhalter Bahn.

The village of Osdorf was too close to the border fortifications and was razed to the ground in the course of the wall construction. As a result, nothing can be found of the former train station there.

In aerial photographs and topographical maps one can still guess the approximate course of the planned outer goods ring, especially in the Stahnsdorf and Potsdam area . At that time, the embankment was partially filled up, or the route was kept free, but no tracks were laid yet.

In Lichtenrade

The roadway on Krusauer Strasse in Lichtenrade is still interrupted today where the railway line was built in 1940. Only the two footpaths were reconnected. The course of the former route can still be clearly seen here because there are allotment gardens instead of residential houses.

In Berlin-Lichtenrade, the abandoned route can be seen in the city map south of Kloster-Zinna-Strasse and north of Fontanestrasse due to the property boundaries and broken streets. At Lichtenrader Damm ( B 96 ), the ramps of the lane out of town to the bridge over the outer freight ring can still be seen. Initially, the Lichtenrader Damm had only one lane without a median. At that time, the route of the tram was lying on its side east of the original roadway and was also led over the ramp to the bridge. Today, in addition to the ramps, the bridge structures for the original roadway and for the tram, which was shut down in 1961, can still be seen. The passage was designed for two track passages (or for one track passage and a byway). When the second carriageway in the direction of the city was built in 1974, the GAR no longer existed, so it runs at ground level. The former signal box is still in place near the former Lichtenrade Ost (GAR) stop.

At Lichtenrader Kreuz there is now a pedestrian tunnel under the Dresden Railway instead of the GAR. To the west of the embankment of the S-Bahn there are still a few remains of the south-west connecting curve built in 1944. Until about the end of the 1960s, there were also remnants of the connecting curve Lichtenrade → Lichtenrade Ost. A north-west curve was to be built in 1944, but was no longer carried out. There was a north-east curve only during the construction phase in 1940. To the east of the Dresden Railway, the tracks from the allotment gardens of the railway farm in Lichtenrade have long been populated.

From Großziethen to Schönefeld

To the east of the still existing former train station Großziethen there is now a new housing estate; only one street name on the old railway embankment is reminiscent of the former route.

On Waltersdorfer Chaussee just before the outer ring, on the right (west) there were still the bridge abutments for the former overpass of the Berlin tram (line 147 Pankow - Schönefeld ) over the outer freight ring. In the course of the expansion of Hans-Grade-Allee, the abutments were torn down in June 2011.

A few hundred meters further to the west one discovers a multi-track concreted water passage on the former railway embankment in the course of a tributary to the Rudower Fließ.

In Karow

Abutment of the bridge of the outer freight ring over the Laake in Karow

In yet Karow the abutments of the bridge, there are the outer ring over the goods Laake, a tributary of the Panke, and, immediately thereafter, parts of the old embankment (Location:.  )

See also

• Bypass Railway (Brandenburg)
• Berlin outer ring
• Berlin-Karow – Fichtengrund railway line

literature

• Bernd Kuhlmann : The Berlin outer ring . Kenning, Nordhorn 1997, ISBN 3-927587-65-6 .
• Bernd Kuhlmann: Railway megalomania in Berlin. The planning from 1933 to 1945 and their implementation . GVE, Berlin 1996, ISBN 3-89218-035-0 .
• Peter Bley: From the freight bypass to the Berlin outer ring. Volume 1: Development 1865-1945 . VBN Verlag Bernd Neddermeyer, Berlin 2014, ISBN 978-3-941712-40-9 .
• Peter Bley: From the freight bypass to the Berlin outer ring. Volume 2: Development 1945 - 1961 . VBN Verlag Bernd Neddermeyer, Berlin 2016, ISBN 978-3-941712-52-2 .

Web links

Commons : Güteraußenring (Berlin)  - Collection of images, videos and audio files

• Güteraußenring on bahnstrecken.de (public transport data)
• Güteraußenring on Berliner-Bahnen.de (all train stations and stops with opening dates , Teltow – Karow)

Individual evidence

1. ^ E. Giese, Redesign of the railway systems at Spandau and the construction of a marshalling yard at Wustermark (PDF; 14.1 MB), in: Zentralblatt der Bauverwaltung , 1912, pp. 651–654
2. ↑ Miscellaneous, in: Zentralblatt der Bauverwaltung , 1914, No. 26, p. 207
3. ↑ ^{a b} The freight bypass around Berlin , in: Zentralblatt der Bauverwaltung , 1916, No. 15, p. 107/108
4. ^ Budget of the Reich Ministry of Transport, Prussia-Hesse branch , in: Zentralblatt der Bauverwaltung , 1922, No. 21 (March 11, 1922), p. 122
5. ↑ ^{a b} Bley (2014), pp. 87-89
6. ^ Bernd Kuhlmann: Railway megalomania in Berlin. The plans from 1933 to 1945 and their implementation . 2nd Edition. Verlag GVE, Berlin 2008, ISBN 3-89218-093-8 , p. 46 and p. 51.
7. ↑ Bley (2014), pp. 94-97
8. ↑ ^{a b c d e f g h i} Bley (2014), pp. 157–176
9. ↑ Bley (2014), pp. 177-181
10. ↑ Kuhlmann (1997), p. 11
11. ↑ ^{a b c} Bley (2014), pp. 186–191
12. ↑ ^{a b c d e f g h} Bley (2016), pp. 14–28
13. ↑ Bley (2016), pp. 35-36
14. ↑ ^{a b c} Bley (2016), pp. 182-186
15. ^ Map of the Reich Railway Directorate from 1959
16. ↑ City map from 1955
17. ↑ ^{a b} Bley (2016), pp. 76-85
18. ↑ Joachim Braun: Curve at Herzberg. LokMagazin issue 2.2004. Page 92–97
19. ↑ Bley (2016), pp. 172-175
20. ↑ Senate Department for Urban Development, land use plan from 1950, digitized map with the course of the planned GAR south of the city (PDF file, 2.1 MB in size)
21. ↑ Bley (2016), p. 190 shows a photo from November 22, 1974, on which the "shortly before" built directional lane of Lichtenrader Damm to the north can be seen.
22. ^ Heinz Jung: 50 years ago: tram to Schönefeld . In: Berliner Verkehrsblätter . No. 8 , 1990, pp. 169-172 .