Schmöckwitz – Grünauer Uferbahn

Schmöckwitz – Grünauer Uferbahn
Line 68 on the shores of the Long Lake , 2008
Course of the bank railway
Route length:	7.8 km
Gauge :	1435 mm ( standard gauge )
Power system :	600 volts  =
Legend from Schloßplatz Köpenick Grünau forest loop Final stop Cöpenicker tram Grünau S-Bahn station Grünau state train station Wieseneck Regatta grandstands (formerly the Imperial Yacht Club ) Regattastraße / Sportpromenade (formerly Funkhaus ) Restaurant "Sportsman Monument" Grünau lido (formerly Grünau outdoor pool ) Bammelecke (seasonal stop ) Richtershorn Schappachstrasse (until 2012, formerly Adlerweiche) former route, most recently Kehrgleis Schappachstraße Schappachstrasse Lübbenauer Weg (formerly Karolinenhof ) Adlergestell / Vetschauer Allee former route until 1925 Reifenwerk (formerly Waldidyll ) To the lake view Goulbierstrasse (until 2012) Schmöckwitz (formerly the terminus) Schmöckwitz car hall Alt-Schmöckwitz Wendeschleife Alt-Schmöckwitz

The Schmöckwitz-Grünauer Uferbahn (SGU) is a formerly independent tram in what was then the south-east of Berlin . It covers an approximately eight-kilometer stretch from Grünau to the center of the rural community of Schmöckwitz .

On the opened on March 9, 1912 Railway wrong during the first three months of benzene - railcars , which were then replaced by electric railcars. In the course of the Greater Berlin Act of 1920, the area was incorporated along the route to Berlin and the railway was thus taken over by the Berlin tram . When it was connected to the network in 1925, line 86, since 1993 as line 68, took over the operation of the route. During the 1936 Summer Olympics , it served as a feeder to the grandstands of the Grünau regatta course .

From 2006 the Berliner Verkehrsbetriebe (BVG) planned to shut down the railway several times; however, it was possible to secure it in May 2011. The Uferbahn is one of the most scenic tram routes in Berlin.

history

Island operation

Since 1874 Schmöckwitz was connected to the Prussian railway network via a breakpoint on the Görlitzer Bahn . The station was on the border with the municipality of Eichwalde and was about three kilometers from the town center. In order to achieve a better connection to the railroad in the direction of Berlin, the project of a tram connection from Schmöckwitz was announced in 1902. However, this should not take the direct route to Eichwalde, but rather lead along the Dahme to Grünau. On the one hand, this routing enabled the connection of the regatta and yacht clubs located on the Langen See , and on the other hand there was the option of a connection with the Cöpenick tram , which expanded its network in 1909 by a route to the Grünau state train station .

Construction work began at the beginning of 1911 and was completed after nine months. The initially planned electrical operation with overhead line did not materialize as a result of numerous protests by the rural community of Grünau, as they saw the overhead line as a disfigurement of the landscape. It was therefore operating with benzene - railcars considered. Despite the completed route, the opening was postponed until next spring, as the Uferbahn expected fewer passengers in winter.

Staff of the Schmöckwitz – Grünauer Uferbahn in front of the benzene railcar 2, 1912

On March 9, 1912, the opening of the initially 7.8 kilometers long route finally took place. It was operated by the Continentalen Eisenbahn-Bau- und Betriebs-Gesellschaft , and after 1914 by its successor, the AG for Railway Construction and Operation (BBB). The owner of the railway, however, was the rural community of Schmöckwitz. The railway was initially single track and five Dodge equipped, signal systems were not available. From Grünau we first went to the Dahmeufer, from there through the western part of Karolinenhof to the Adlergestell . Along the eagle frame and Berliner Straße as its continuation (included in the eagle frame in 1958) we went to Schmöckwitz, where the final stop was just before the town center. This was followed by the company workshop. The administrative building of SGU was at the other end of the track in Grunau directly in front of the reception building of the station.

After a short time it became clear that the rush of passengers was significantly higher than expected. The administration felt compelled to electrify the railway. The AEG started from 30 May 1912, the assembly of the catenary . About two months later, electrical operation could begin on July 27, 1912. Since no vehicles of their own were available yet, the SGU initially borrowed four Berolina railcars from the Great Berlin Tram that had been converted to Lyrabügel . In 1913 these were replaced by five two-axle railcars from Gottfried Lindner AG from Ammendorf and the GBS railcars returned.

Connection to the Berlin tram network

In 1920, the Berlin tram took over several tram companies in the former suburbs, which were incorporated under the Greater Berlin Act . Since the management contract with the Continentalen Eisenbahn-Bau- und Betriebsgesellschaft was still in force, it was not integrated into the Berlin tram network until four years later. The Berliner Verkehrs-GmbH , a subsidiary of the Berlin tram, took over the concession for the Uferbahn on October 1, 1924 . This was followed on October 20, 1924 by a collective bargaining agreement with the Berlin tram and the introduction of line number 186 for the connection from Grünau station to Schmöckwitz.

On March 1, 1925, the Berliner Verkehrs-GmbH dissolved again and the bank line became the property of the Berlin tram. After the takeover, this began with the double-track expansion of the line. Since the Karolinenhof settlement was expanded to the east at the same time, the route was given a new route through this area. The overhead line was converted from hoop to roller pantograph . At Grünau station, a track connection was installed between the bank line 186 and line 86, formerly line 2 of the Cöpenick municipal tram. On May 15, 1926, both lines were combined into one continuous line 86 from the Cöpenick station to Schmöckwitz. The street station in Schmöckwitz was closed with the union; the Cöpenick depot took over its duties . A turning loop was created after the Schmöckwitz coupling point.

The BVG set up a sweeping system in Schappachstrasse for amplifier drives on the occasion of the 1936 Summer Olympics , 1990

By the beginning of the 1930s, the amplifier rides ended at the Grünau lido. After there was a flank drive there and two railcars were badly damaged, the BVG set up a coupling terminal in Schappachstrasse in 1936 on the occasion of the Olympic Games in Berlin . In addition to the excursion amplifiers, the amplifier trains to the regatta grandstands also ended here . An auxiliary stop was built to the west of the Regattatribünen stop so that the trains could be set up there.

Development after 1945

During the Second World War , tram traffic could be maintained until April 1945. The demolition of the Grünauer Bridge in the northern Regattastraße by Wehrmacht troops ultimately led to operations being closed, as there was no longer a continuous route. On October 27, 1945, operations were initially resumed between Grünau and Schmöckwitz S-Bahn station, although the turning loop in Schmöckwitz was not yet used. Previously, some railcars had been brought to the isolated section by low loader and the wagon hall in Schmöckwitz had been reactivated as an auxiliary depot. The reopening of the northern section of line 86 between S-Bahn station Köpenick and Grünauer Brücke took place on June 24, 1946; at the same time, the south branch from the S-Bahn station to the Grünauer Bridge was extended. Continuous operations could be resumed on August 12, 1948, and the line was also extended beyond Köpenick station to Mahlsdorf-Süd, Hubertus.

In the following years, the remote route was used for test drives of various new-build vehicles. In preparation for the use of large capacity trains, several modifications were carried out on the line. On May 24, 1951, a turning loop , the so-called Waldschleife, went into operation in the water sports avenue , which can be driven from both directions . About six months later, on October 15, 1951, line 86 was converted to operate with bracket pantographs and the catenary masts were moved from the central position to the peripheral position. The section Goulbierstraße - Schmöckwitz had to be dismantled on one track because of the small track center distance on the eagle frame. In the following year, the Schmöckwitz Wendeschleife went back into operation. As of November 30, 1953, the came setup -Großraumzug 8001/3001 used, which could only run on the banks because of its track over width of 2.5 meters. From 1958 it was supplemented by the 8002/3002 open- plan train .

Rush of passengers at the Grünau S-Bahn station, 1961

Line 86 was canceled in 1970 from Mahlsdorf-Süd to the Köpenick S-Bahn station, from now on the line 86E amplifiers only ran between May and October and on weekends. In 1973, with the reorganization of night traffic, service was taken over by line 124 to Rahnsdorf. In 1980 and 1981, the superstructure and overhead line systems were extensively renewed; the Schappachstrasse coupling terminal was converted into a turning triangle so that from now on, equipment trolleys could also turn there. There were also considerations, the Berliner tire plant for the tram with a freight siding to provide; however, the project was rejected again.

Between renovation and shutdown

After 1990 line 86, known as line 68 since May 23, 1993, increasingly lost its importance. The daily number of around 1000 passengers made economic operation impossible, so in 2006 a shortening to the Grünau lido was up for debate. The remainder of the section to Schmöckwitz should instead be operated by buses directly over the eagle frame. The main reason for the planned termination was the necessary repair of the outdated track systems; According to the original statement, the costs for this amounted to around four million euros. After criticism from residents, the BVG gave in and, after an emergency renovation in the amount of 600,000 euros, guaranteed operation until the line was depreciated in 2011.

For the complete renovation of the riverside railway, the costs were initially estimated at around 18 million euros, as the route runs through a drinking water protection area on larger sections . Since these numbers were higher than the previously estimated value, the closure of the railway was again up for debate. The population reacted with several protests against a planned closure, the climax of these actions was the formation of a human chain along the railway on April 9, 2011.

The Berlin Senate initially agreed to take on a portion of 9.8 million euros. In May 2011 the Senate Department for Urban Development decided to reimburse the BVG for the costs of over 20 million euros. The renovation was to be partially paid for with money that was withheld from the Berlin S-Bahn for the breakdown of its trains.

From May 2012 the line was renovated in several construction phases over two years. A single-track shuttle service was planned for the summer months, while the other track was being renovated at the same time. However, the supervisory board stipulated that the costs be checked again. The BVG had the first two construction phases between the Grünau lido and Schmöckwitz renovated from April to October 2012. The 100th anniversary was celebrated during construction on June 16, 2012 with the use of several historic trams. The route was given a grass track over a length of around 2.3 kilometers as well as stops that were specially designed for the disabled. The company had the greening removed again after a short time after wild boars churned up the lawn in places. It should be re-laid in spring 2013 with additional grass paving stones.

In the course of the construction work, the terminus with the turning loop in Alt-Schmöckwitz was not in operation in 2013. To handle passenger traffic, a triangle was created at the Zum Seeblick stop . Since the completion of the construction work on December 5, 2013, line 68 has been running again to the Alt-Schmöckwitz terminus. Barrier-free access in low-floor wagons is now also possible here. The BVG did not put the Reifenwerk stop back into operation after the work was completed. The newly established Bammelecke stop on the beach of the same name on the Long Lake is only served seasonally.

Infrastructure

Gotha train and work car on the route through Vetschauer Allee that has been used since 1925, 1990

Route description

Line 68 begins in Köpenick and leads over Grünauer Straße, Regattastraße and water sports avenue to Grünau am Adlergestell S-Bahn station , the starting point of the original Uferbahn. The former terminus was on the western side of the street directly in front of the station building. It was served by the Cöpenick tram lines between 1909 and 1911. Until 1973 there was also a terminal building for the Uferbahn with an adjoining restaurant, and the site has served as a parking lot ever since. With the connection of both tram lines, the common stop was set up on the opposite side of the street, a double track change served until the 1990s to sweep the users. Northeast of the Schmöckwitz from vehicle traffic involves turning loop Wassersportallee on.

The train first leads along the street An der Uferbahn through the Grünauer Forest to Langen See , from there along Regattastraße, on which the Grünau regatta route with the spectator stands, various boathouses and the Grünau broadcasting center are parallel to the railway line . At the transition from Regattastraße to the sports promenade, the sports monument was located until 1973 , and the SC Berlin-Grünau boathouse was built in its place at the end of the 1970s . This is followed by the Grünau lido . The bank railway continues along the sports promenade via Richtershorn to the Karolinenhof settlement . The original route turned into Schappachstrasse in the western part of the settlement and led along the southern settlement boundary to the Adlergestell. A siding was set up in Karolinenhof. With the relocation of the railway, it received a double-track, largely independent railway body south of the roadway on Vetschauer Allee. After the Vetschauer Allee, the route leads to the Adlergestell, initially in a central position on an independent track; behind the Berlin tire plant , the tracks are embedded in the road surface. This street-flush section was the last to be expanded to double-track in 1984. The old terminus was at the height of the Beutenweg. In 1926, the route was extended to Alt-Schmöckwitz, where today's Wendeschleife is located. Between the old and the new terminus is the former depot of the Uferbahn, which could only be reached by turning from Alt-Schmöckwitz.

Depot

Schmöckwitz car shed before the fire, February 2008

The cars were serviced in the Schmöckwitz depot. This is located approximately opposite the confluence with Wernsdorfer Straße, immediately before the Wendeschleife. To move in, the vehicles first had to drive up and then push back into the depot. From 1912, four tracks were initially available in two halls. After the turning loop was set up in 1926, the two southern tracks 1 and 2 could not be used due to the small track radii up to the turning loop. The depot was closed and the Köpenick depot took over. The southern hall was converted into a boathouse. The northern part was initially used for disaster control , later the Schmöckwitz volunteer fire brigade moved into the facility.

From 1945 the Schmöckwitz depot served as auxiliary depot 21 for the maintenance of the vehicles that operated on the stretch of the Uferbahn that was separated from the rest of the network. The large-capacity trains tested in the 1950s were also stored there. From September 1973, the two-track hall served as a workshop for the Berlin Historic Transport Preservation Association (DVNB), which serviced its historic vehicles there. The facility continued to be owned by BVG. In 2006 the DVNB had to move out because the BVG wanted to sell the hall as a boathouse. The vehicles were moved to the Niederschönhausen depot , where there were more parking spaces. The overhead line was then dismantled and the access points removed. Two years later, the depot burned out on August 30, 2008. The unfit motor car 4305 of the type TF 21 S that was still stored there suffered severe damage.

Vehicle use

During its existence, the independent Schmöckwitz-Grünauer Uferbahn had a total of 14 tram vehicles, of which eight were railcars and six were trailer cars . Three benzene-powered railcars were parked and sold shortly after electrification, the remaining vehicles were incorporated into the Berlin tram fleet.

Benzene railcars 1–3

Rear view of Benzol Railcar 2, 1912

In 1912, Siemens-Schuckertwerke delivered three 7.9 meter long benzene railcars. The two-axle wagons had half-open platforms and four side windows in the short-long-long-short arrangement. At the ends of the car there were signs with the destinations Grünau and Schmöckwitz . Route boards with the writing Schmöckwitz-Grünauer Uferbahn via Carolinenhof on the sides of the car supplemented the information. The car numbers were affixed to the darkly painted aprons and to the ends of the car, and in the center of the side walls was the seal of the Schmöckwitz rural community. Below was the operator's name Continentale Eisenbahn-Bau und Betriebs-Gesellschaft .

The cars were sold to the Cuxhaven municipal railway in 1914 . In 1921 they came to the Moerser Kreisbahn . Car 3 is known to have been around until 1952.

Railcar 1–5

Railcar 5 before delivery in Ammendorf, 1913

→ Main article : TF 13/26

After electrification, the four Berolina cars 2320, 2322, 2348 and 2376 of the Great Berlin Tram were used in the meantime. In 1913, Lindner delivered five railcars with closed platforms. The two-axle railcars with the numbers 1 to 5 were in use until the lines were merged on the Uferbahn. In 1924 they were given the numbers 4351 to 4355. In 1926, the Berliner Straßenbahn-Betriebs-GmbH initiated the conversion of the car, in which the vehicle fronts were provided with the Berlin standard platform, the grinding bows were replaced by pantographs , the window arrangement was changed and the air pressure brake was replaced by an electric short-circuit brake. Car 4351 had probably been taken out of service shortly before after being damaged in an accident.

The 4353 and 4355 cars were not put back into service after the Second World War and were taken out of service. Cars 4352 and 4354 went to Dessau in 1955 and were retired there in 1961.

Sidecar 21 and 22

The two-axle sidecars 21 and 22 had been available since the opening in 1912 and were intended for year-round use. Because they were too wide for the Berlin tram network, they were retired in 1926. Shortly before, they were given the car numbers 1541 ^II and 1542 ^II .

Sidecar 23–26

With the opening, four four-axle sidecars with open platforms were also available, primarily for excursions in the warm seasons. In 1925 they were given the new car numbers 1543 ^II to 1546 ^II . Like the two-axle sidecars, the four-axle vehicles were over-wide and were taken out of service in 1926. The cars 1543 ^II (ex 25) and 1544 ^II (ex 26) were sold to the Osthavelländische Kreisbahnen in 1929 , where they continued to operate under the numbers Tw-A 1 and Tw-A 2.

Vehicle use from 1926

TDE / BDE 61 at the Schmöckwitz terminus, 1991

T6A2 trains in the turning loop Alt-Schmöckwitz, 2003

With the connection in Grünau, the Uferbahn initially received two four-axle sidecars from the former Teltower Kreisbahnen and a two-axle railcar, which was equipped with both a pantograph and a grinding bracket.

After lines 186 and 86 were merged, four-axle railcars were primarily used, as these were more suitable for heavy excursion traffic than the two-axle vehicles. Later, the railway was a test route for the two open- plan car trains TDE 52 and TDE 58 as well as the three- axle steering trailer BEL 50 . The TDE 61 wagons were regularly used on line 86 from 1962. After they were taken out of service in 1996, Tatra trams of the type T6A2D and later the type KT4D were used. Since the timetable change in 2012, the type GT6N low-floor wagons have primarily been used, after they had already operated sporadically. During rush hour they are assisted by solo KT4D.

Vehicle overview

Construction year	Manufacturer	Numbers	from 1924	Whereabouts
1912	SSW	1-3		two-axle benzene railcars sold to Cuxhaven in 1914
1913	Lindner	1 II -3 II , 4 + 5	4351-4355	two-axle closed railcars installed in 1926 with standard platforms, 4351 retired, 4353, 4355 war loss 4352, 4355 handed over to Dessau in 1955 and retired in 1960
1912		21-22	1541 II +1542 II	two-axle closed sidecar retired in 1926
1912		23-26	1543 II -1546 II	four-axle open sidecar 1545 II , 1546 II (ex 23, 24) retired in 1926 1543 II , 1544 II (ex 25, 26) parked in 1926 and sold to OKB in 1929

literature

• The Schmöckwitz-Grünauer Uferbahn . In: Berliner Verkehrsblätter . Issues 3, 4, 1958, ISSN  0722-9399 .
• Werner Bach: On the history of the Schmöckwitz-Grünau bank railway . In: Verkehrsgeschichtliche Blätter . Issue 7, 1974, ISSN  0232-9042 .
• Peer Hauschild: Berlin tram lines. Line 86: S-Bahn station Köpenick - Alt-Schmöckwitz . In: Verkehrsgeschichtliche Blätter . Issue 2, 1990, ISSN  0232-9042 .
• Joachim Kubig: 70 years of Schmöckwitz-Grünauer Uferbahn . In: Verkehrsgeschichtliche Blätter . Issue 5, 1982, ISSN  0232-9042 .
• Reinhard Demps: 100 years ago: benzene-electric at the Langen See. March 9, 1912: The Schmöckwitz-Grünauer Uferbahn goes into operation . In: Verkehrsgeschichtliche Blätter . Issue 3, 2012, ISSN  0232-9042 .

Web links

• Peer Hauschild: The tram has to keep going! Local association Schmöckwitz, accessed on August 26, 2011 . 

Individual evidence

Coordinates: 52 ° 24 ′ 21 ″  N , 13 ° 37 ′ 14 ″  E

1. ^ ^{A b c d e} Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 35-48 .
2. ↑ Most beautiful tram line . In: Berliner Verkehrsbetriebe (Ed.): Plus_09 . September 2006, p. 4 .
3. ↑ ^{a b c d e f g h} The Schmöckwitz-Grünauer Uferbahn . In: Berliner Verkehrsblätter . Volume 3, 1958, pp. 12 .
4. ↑ ^{a b c d e f g h i j k l m n o p q r s t u} Joachim Kubig: 70 years of Schmöckwitz-Grünauer Uferbahn . In: Verkehrsgeschichtliche Blätter . Volume 5, 1982, pp. 118-121 .
5. ^ Monument Preservation Association Berlin (Ed.): Tram Geschichte (n). 100 years of "electrical" in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 28-33 .
6. ↑ ^{a b c} Peer Hauschild: Berlin tram lines. Line 86: S-Bahn station Köpenick - Alt-Schmöckwitz . In: Berliner Verkehrsblätter . Volume 2, 1990, pp. 32-38 .
7. ^ Monument Preservation Association Berlin (Ed.): Tram Geschichte (n). 100 years of "electrical" in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 42-47 .
8. ↑ ^{a b c} Sigurd Hilkenbach, Wolfgang Kramer: The tram traffic Berlin (BVG-Ost / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 85-125 .
9. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 15-21 .
10. ↑ Reinhard Schulz: Von der Rolle ... On the history of the overhead contact line and power collection systems in Berlin trams . In: Verkehrsgeschichtliche Blätter . Issue 1, 2003, pp. 2-13 .
11. ↑ ^{a b} Monument Preservation Association for Nahverkehr Berlin (ed.): Tram history (n). 100 years of "electrical" in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 55-60 .
12. ^ Horst Bosetzky : Berlin Railways . 2nd Edition. dtv, Munich 2003, ISBN 3-423-20380-3 , p.  12-28 .
13. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 25-49 .
14. ↑ ^{a b} Stefan Jacobs: Green line on the red list . In: Der Tagesspiegel . June 25, 2006.
15. ↑ Klaus Kurpjuweit: Getting off the rails . In: Der Tagesspiegel . September 23, 2006.
16. ↑ Tram to Schmöckwitz continues . In: Der Tagesspiegel . August 3, 2006.
17. ↑ Tram line 68 threatens to end . In: Berliner Morgenpost . March 31, 2011.
18. ↑ Peer Hauschild: press release. 3000 citizens demonstrated today with a human chain along the 7.5-kilometer-long tram route Grünau – Schmöckwitz for the preservation of their riverside tram. (PDF; 74 KiB) April 9, 2011, accessed on August 26, 2011 . 
19. ↑ Peter Neumann: Journey into the Unknown . In: Berliner Zeitung . March 31, 2011.
20. ↑ Stefan Jacobs: Uferbahn as good as saved . In: Der Tagesspiegel . May 24, 2011.
21. ↑ News in brief . In: Berliner Verkehrsblätter . Volume 6, 2012, p. 112 .
22. ↑ press release. Renovation of tram line 68 decided. Berliner Verkehrsbetriebe, June 14, 2011, accessed on October 29, 2012 . 
23. ↑ News in brief . In: Berliner Verkehrsblätter . Issue 7, 2012, p. 134 .
24. ↑ News in brief . In: Berliner Verkehrsblätter . Issue 9, 2012, p. 175 .
25. ↑ Wild boars destroy green track . In: Der Tagesspiegel . August 6, 2012 ( tagesspiegel.de [accessed February 19, 2013]).
26. ↑ BVG tram network 2013
27. ↑ News in brief . In: Berliner Verkehrsblätter . Issue 1, 2014, pp. 15 .
28. ↑ Uwe Kerl, Wolfgang Kramer: 100 years of electricity through Cöpenick. The history of the Cöpenick tram . In: Berliner Verkehrsblätter . Issue 8, 2003, pp. 147-152 .
29. ↑ Annual review of the tram working group. Monument Preservation Association Berlin, November 23, 2006, accessed on September 25, 2009 . 
30. ↑ Police report. Destroyed warehouse . In: Berliner Zeitung . September 1, 2008.
31. ^ ^{A b} Siegfried Münzinger: Tram profile. Episode 18 . In: Berliner Verkehrsblätter . Issue 8, 1976, pp. 168 .
32. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 74-77 .
33. ↑ ^{a b c d} The Schmöckwitz-Grünauer Uferbahn . In: Berliner Verkehrsblätter . Volume 4, 1958, pp. 15-16 .
34. ↑ News in brief . In: Berliner Verkehrsblätter . Issue 11, 1960, pp. 58 .

This article was added to the list of excellent articles on September 14, 2011 in this version .