Western Berlin suburban railway

The Westliche Berliner Vorortbahn AG ( WBV ) was a tram company in the Berlin area , which mainly operated lines in the south-western suburbs of Wilmersdorf , Schöneberg , Schmargendorf , Friedenau and Steglitz . The corporation took over after its founding on June 25, 1898 on October 1 of that year, the operation of the company founded in 1888 in Berlin steam tram consortium and drove to 1900 the electrification ahead. The Great Berlin Tram took over in the founding yearthe entire share capital of the company and ran it from then on in personal union. The connection enabled the company to expand its route network into the city of Berlin and thus improve its annual result over the long term. In return, the Great Berlin Tram was able to maintain its monopoly in the Berlin tram sector. As part of the merger of the Berlin tram companies, the merger of the Great Berlin Tram with the Western Berlin Suburban Railway and other subsidiaries was completed on May 15, 1919; society ceased to exist.

Route and line network of the western Berlin suburban railway, 1898–1919

history

Railcar 37 at Wittenbergplatz with the entrance to the elevated and underground railway station , around 1905

The western Berlin suburban railway was founded on June 25, 1898. On October 1st, it took over the Berlin Steam Tram Consortium , which operated several lines in the southwestern Berlin suburbs. The Große Berliner Straßenbahn (GBS) acquired the entire share capital of the company in the year it was founded. GBS provided personnel and administration from now on. The WBV implemented the electrification planned by the steam tram consortium. It all started on May 18, 1899, with the route from the Zoological Garden, opened in 1888, via Nollendorfplatz , Schöneberg and Friedenau to Steglitz. On October 1, 1899, the connection from Nollendorfplatz to Linkstraße near Potsdamer Platz, approved in 1895, went into operation. All lines were electrified by August 10, 1900.

On September 17, 1900, the Berlin police chief granted the company a new license until December 31, 1949. The content essentially coincided with a license previously granted to GBS. Since the city of Berlin had only given its consent to the use of the city streets until the end of 1919, several legal disputes ensued between the city and GBS and its subsidiaries. Approval agreements existed with the other communities affected by the railway until 1937 and 1948 respectively.

Line overview May 6, 1902
signal	line	course
	A.	Potsdamer Platz - Hundekehle / Grunewald , Roseneck - Potsdamer Platz
	B.	Potsdamer Platz - Wilmersdorf , Wilhelmsaue - Schmargendorf - Grunewald, Roseneck
	C.	Potsdamer Platz - Wilmersdorf, Wilhelmsaue
	D.	Steglitz , Schloßpark - Schöneberg , Hauptstrasse - Zoologischer Garten station
	E.	Steglitz, Schloßpark - Schöneberg, Hauptstrasse - Potsdamer Platz
	F.	Steglitz, Schloßpark - Kaiserallee - Zoologischer Garten station
	G	Wilmersdorf, Wilhelmsaue - Uhlandstraße - Zoologischer Garten station

Along with the electrification, the WBV expanded its route network to consistently double-track. The expansion was completed in the course of 1901. In addition, the route in the center of Wilmersdorf was changed so that passing trains could run on Berliner Straße and Mehlitzstraße . The tracks in the Wilhelmsaue were then used exclusively by the trains turning there. In December 1902, the facility was expanded into a block bypass.

When GBS took over management, the WBV introduced different colored line signals. In May 1902, these were replaced by code letters, with the company assigned the range from A to M. There were seven lines in service at the time of the changeover.

Railcar 64 on line D at Zoologischer Garten station , around 1905

Due to the further settlement along the Kurfürstendamm and in the Grunewald, the number of passengers continued to rise. The commissioning of the subway in Tauentzienstrasse and Kleiststrasse did not affect this either. The WBV reduced the number of cars from 15–20 minutes to 10–15 minutes, sometimes with 7½-minute intervals. On Line A, amplifiers also ran between Potsdamer Platz and Bismarckplatz in Grunewald . On September 1, 1905, the WBV discontinued line C and line 52 of the GBS took over its duties. The line then operated with the WBV. In the following years the GBS extended further lines in the traffic area of the WBV.

Railcar 18 on Uhlandstrasse in Charlottenburg, around 1909

The network was extensively expanded between 1907 and 1914. On May 27, 1907, the company set up a ring line H, which ran under the name "Westring" from Schöneberg via Zoologischer Garten station and Wilmersdorf back to Schöneberg. September 1, 1910 brought three extensions with it. On the one hand, lines D and E were extended from the Schlosspark in Steglitz to Handelplatz in Groß-Lichterfelde . At the same time, line G was withdrawn from the Zoo station and re-routed via Lützowplatz , Großer Stern and Brandenburg Gate to Dorotheenstrasse at the corner of Am Kupfergraben . Line B has also been extended from Hagenplatz via Kurfürstendamm to Nollendorfplatz. In the same year, the Große Berliner Straßenbahn and Westliche Berliner Vorortbahn signed a new consent agreement with the city of Wilmersdorf, which was valid or in place until the end of 1999. In it, the tram companies committed themselves to building a new twelve-kilometer route per year and, depending on the population development, to further increasing the number of timetables. In addition, the companies waived any objections to the upcoming rapid-transit railway projects (in particular the Wilmersdorf-Dahlemer subway ) and a possible expansion of bus traffic. In return, the city agreed to waive tax rights and a large part of the paving costs to be paid by the companies until 1950.

Line overview June 28, 1914
line	course
A.	Potsdamer Platz / Linkstraße - Nollendorfplatz - Kurfürstendamm - (loop ride: Koenigsallee - Roseneck - Hubertusallee or vice versa) - Kurfürstendamm - Nollendorfplatz - Potsdamer Platz / Linkstraße
bra	Potsdamer Platz / Linkstrasse - Nollendorfplatz - Kurfürstendamm - Koenigsallee or Hubertusallee - Roseneck - Breite Strasse - Berliner Strasse - Grunewaldstrasse - Potsdamer Platz / Linkstrasse
BS	Potsdamer Platz / Linkstrasse - Grunewaldstrasse - Berliner Strasse - Breite Strasse - Roseneck - Koenigsallee or Hubertusallee - Kurfürstendamm - Nollendorfplatz - Potsdamer Platz / Linkstrasse
C.	Halensee train station - Kurfürstendamm - Nollendorfplatz - Yorckstraße - Neukölln train station
D.	Bf Heerstraße - Reichskanzlerplatz - Knie - Nollendorfplatz - Hauptstraße - Schloßstraße - Groß-Lichterfelde , Händelplatz
E.	Potsdamer Platz / Linkstrasse - Hauptstrasse - Schloßstrasse - Steglitz , Lichterfelder Chaussee
F.	Bf Zoologischer Garten - Kaiserallee - Schloßstraße - Groß-Lichterfelde, Händelplatz
G	Demminer Strasse / Brunnenstrasse - Stettiner Bf - Brandenburg Gate - Großer Stern - Kurfürstendamm - Uhlandstrasse - Berliner Strasse - Hohenzollerndamm - Grunewald , Roseneck
H	Westring : Grunewaldstrasse - Nollendorfplatz - Kurfürstendamm - Uhlandstrasse - Berliner Strasse - Grunewaldstrasse
J	Bf Zoologischer Garten - Kaiserallee - Schloßstraße - Groß-Lichterfelde, Unter den Eichen / Drakestraße
K	Potsdamer Platz / Linkstrasse - Hauptstrasse - Schloßstrasse - Groß-Lichterfelde, Unter den Eichen / Drakestrasse
L.	Stettiner Bf - Alt-Moabit - Großer Stern - Kurfürstendamm - Kaiserallee - Schloßstraße - Groß-Lichterfelde, Handelplatz
M.	Bf Zoologischer Garten - Kurfürstendamm - Nollendorfplatz - Martin-Luther-Straße - Hauptstraße - Schloßstraße - Groß-Lichterfelde, Händelplatz

From May 10, 1911, line G ran from Dorotheenstrasse via Luisenstrasse and Invalidenstrasse to Stettiner Bahnhof . The line used the existing GBS tracks. In December 1911, a line went into operation through Berliner Straße in Wilmersdorf to the community cemetery, also served by Line G. On December 1, 1912, the company introduced a new Line C, which ran between the Halensee and Neukölln ring stations . At the same time, the company extended line B from Nollendorfplatz to Potsdamer Platz, creating a large loop line. In addition, the line ran alternately in both directions via Koenigsallee or Hubertusallee, so that there were four travel options from Potsdamer Platz to Grunewald. Similar to line A, which served the Koenigsallee and Hubertusallee as a loop ride in both directions, the WBV marked the railcars with different destination signs. Cars that first drove on Koenigsallee were given red lettering on a white background, while those on Hubertusallee had black letters on a white background.

Railcar on Breite Straße in Schmargendorf, around 1910

Railcar 11 at the Nollendorfplatz high station , around 1910

The year 1913 also brought several changes. From February 1, line G continued from Stettin train station to Gesundbrunnen , Demminer Strasse at the corner of Brunnenstrasse . On February 27, the line was extended at the other end from the community cemetery via a new line along the Hohenzollerndamm to the Roseneck. On April 26th, a stretch from the Schlosspark through Unter den Eichen to the corner of Drakestrasse went into operation. To operate the route, the WBV ran every second train on line F as line J. In addition, another line K ran from Potsdamer Platz via Schöneberg and Steglitz to the new terminal. One month later, the WBV split line B into lines BH and BS. The BH line ran from Potsdamer Platz first via Halensee, the BS line first via Schmargendorf. The split route via Koenigsallee and Hubertusallee, however, remained.

In May 1914, the West Berlin suburban railway introduced two more lines. Line L, which was set up on May 2nd, ran from Stettiner Bahnhof via the Brandenburg Gate, Großer Stern, Kurfürstendamm, Nürnberger Strasse , Kaiserallee and Schloßstrasse to Handelplatz. Four days later, an M line was introduced between the Zoo station and Handelplatz with a guided tour via Schöneberg and Steglitz. The journeys on this line replaced every second car on Line D. Line D in turn was extended on June 28, 1914 from Zoo station via Hardenbergstrasse , Bismarckstrasse and Kaiserdamm to Heerstrasse station. She used the tracks of the Berlin-Charlottenburg tram.

The outbreak of World War I initially brought little change. On August 6, 1914, the company discontinued the M line that had just been set up. The construction of the relief section of the elevated railway between the railway stations Gleisdreieck and Nollendorfplatz required the removal of the tram from Motzstrasse and Kurfürstenstrasse ; lines A, BH and BS were diverted via Bülowstrasse . A few months later, the WBV discontinued the BH line and shortened the BS line to the Potsdamer Platz - Roseneck route via Schmargendorf; in the course of 1917 it was renamed Line B again. From November 15, 1916, line L ran instead of Lichtensteinallee via Lützowplatz . Line G was withdrawn on February 15, 1917 from Roseneck to the Wilmersdorf community cemetery, and GBS line 57 took over the operation of Hohenzollerndamm.

Railcar on line A at Hagenplatz in Grunewald , around 1911

In addition to the routes mentioned, other sections of the route were owned by the WBV that were only used by third-party railways. The line opened on September 1, 1905 from the Kaisereiche to Rubensstrasse at the corner of Casanovastrasse was owned by WBV in the Friedenau area. On May 27, 1907, a line went into operation through Pariser Strasse between Kaiserallee and Uhlandstrasse. On November 27, 1911, this connection was extended beyond Olivaer Platz to Xantener Straße . The route was used exclusively by GBS lines. The route through the Südwestkorso , opened on May 15, 1911, served line O of the Berlin-Charlottenburg tram (BCS). In the nearby Nestorstraße there was an operating line for servicing the GBS depot XIII .

On May 28, 1918, a new agreement of consent was concluded between the Greater Berlin Association, founded in 1911/1912, and the Great Berlin Tram, in which, among other things, their merger with their branch lines had been established. The association assembly gave its approval to the project on March 3, 1919, and the contract passed on April 24, 1919 came into force on May 15, 1919. The western Berlin suburban railway as well as the Berlin-Charlottenburger streetcar , the southern Berlin suburban railway and the north-eastern Berlin suburban railway ceased to exist on that day. The accounting of the companies was standardized retrospectively from January 1, 1918.

Companies

Operating results

The route network taken over by the Berlin steam tram consortium was essentially geared towards excursion traffic to Grunewald . The fluctuations in demand between working days on the one hand and weekends on the other, as well as between the warm and cold seasons, were correspondingly strong. The establishment of connecting operations with the Great Berlin Tram, the Berlin-Charlottenburg Tram and the Southern Berlin Suburb Railway made it possible to extend the lines over the routes of these companies into the Berlin city center. In addition, there was an increase in the population in the traffic area, especially in Charlottenburg, Wilmersdorf and Schöneberg. Between 1902 and 1911, the company was able to more than double its income from ticket sales and passenger numbers. The good operating results were reflected accordingly in the dividend .

Operating results 1899… 1917
year	Gross income (in marks)	Gross expenditure (in marks)	Arithmetical surplus (in marks)	Annual result (in marks)	Track length (in km)	Income pers. (in marks)	Number bef. Pers. (in millions)	Wagon km (in millions)	Income per car-km (in Pf)	Pers. per car-km	Dividend (in percent)
1899					53.049	0.717.312	06.265	02.104	34	2.98
1900	1,278,357	1.003.018	0.275,339	−132,820-	56.510	1,250,776	11.172	03.838	33	2.91
1901	1,576,783	1,251,860	0.324.923		67.913	1,560,061	13,230	04,415	35	3.00
1902	1,600,250	1,265,953	0.334.297	0−60.094-	67,954	1,565,939	15.036	04,621	34	3.25
1903	1,816,496	1.332.301	0.484.194	008,788	67,954	1,778,345	16.676	05.012	35	3.33
1904	2,115,618	1,521,133	0.594.485	147,366	67.843	2,064,644	19.475	05,586	37	3.49	02.0
1905	2,398,518	1,682,223	0.716.282	293,118	68.864	2,327,515	21,939	06.253	37	3.51	04.0
1906	2,568,585	1,804,736	0.763,849	288.354	68.590	2,513,246	23,570	06,594	38	3.57	04.0
1907	2,900,652	1,988,949	0.911.703	407,788	68.890	2,833,421	27.123	07.533	38	3.60	05.5
1908	3,152,203	2,117,606	1,034,597	439,837	69.100	3,085,789	28,930	08.070	38	3.58	06.0
1909	3,458,604	2,207,226	1,251,377		69.329	3,391,169		08,691			07.0

1911						4,351,000	41, 000				10.0
1912							46,600	11,575		4.03

1917							61,500	11,382		5.40

Rates

Sample ticket for a section over 10 pfennigs in domestic traffic on the western Berlin suburban railway, around 1911

In the internal traffic of the West Berlin suburban railway, a tiered tariff for sections of 10, 15 and 20 pfennigs was applied. The sections were designed in such a way that a fare of 10 Pfennig was applicable for journeys within the area bounded by the Stadtbahn and Ringbahn . The inland tariff was used on most lines. Line G to Stettiner Bahnhof was subsequently operated with GBS, the tariff applicable here was also graded according to the distance in 10, 15 and 20 pfennigs.

The 10 pfennig tickets were white, the 15 pfennig pink and the 20 pfennig green. The issue of time cards and student cards took place from 1904 according to the principles customary at GBS. A monthly ticket for one line initially cost 7.50 marks, for two lines 10 marks, for three lines 13 marks and for the entire network 15 marks. After the introduction of the ticket tax on August 1, 1906, the price increased to 7.70, 10.20, 13.40 and 15.40 marks. Student monthly tickets for two lines were available for 3.00 marks, each additional line cost 1.00 marks more. Weekly worker cards were issued for six times two trips at a price of 1.00 marks.

Driving operation

Vehicle fleet

In October 1898, the WBV initially took over the fleet of vehicles from the Berlin Steam Tram Consortium. Most of the sidecars used for steam and horse-drawn tram operation were converted for electrical operation. A series of 50 summer cars came from an order from the steam tram consortium. Only one sidecar was newly acquired in 1904. For the upcoming electrification, the company procured first 56-axle railcar of the type New Berolina . Five more cars went to the steam tram consortium as early as 1897. The railcar 42 delivered in 1901 was a nine-window railcar with maximum bogies , which was followed by a series of 25 other vehicles by 1905. The railcar 63 delivered in 1903 was a one-off. Compared to the older railcars, it had an air brake , which was installed in all subsequent railcars in the following years. The motor coaches numbered 89–99 and 200–218 ordered from 1910 onwards were ten- window maximum motor coaches . The railcars all had open boarding platforms . In 1920 they became part of the Berlin tram fleet .

Vehicles of the western Berlin suburban railway
Railcar 31, around 1910
Railcar 37 at the Zoologischer Garten station, around 1905
Railcar 40, around 1910
Railcar 40 as a historic vehicle in the DTMB vehicle collection , 2018
Sidecar 110, around 1910

The following table provides an overview of the terms used in electrical equipment instinctual and sidecar . For an overview of the vehicles used in steam and horse-drawn tram operations, see there.

Vehicle overview
Car number	Construction year	axes	Manufacturer (mechan.)	Manufacturer (electr.)	Seating	Standing room	Remarks
Railcar
1-41, 43-62	1897-1901	2 ×	Boker	AEG	20th	14th	1920 at Bst Tw 3229-3232, 3817-3871; Until 1929 in ATw, Bw or retired
42, 64-88	1901-1905	4 ×	Böker / Falkenried	AEG	27		1920 to BSt Tw 4932-4957; Retired by 1929
63	1903	2 ×	Falkenried	AEG	22nd		1920 to BSt Tw 3872; Retired in 1929
89-99, 200-218	1890	4 ×	van der Zypen / Falkenried	AEG	30th		1920 to BSt Tw 5293-5322; 1925 partly closed platforms, open Tw until 1936 retired
sidecar
100-113	1886	4 ×	Herbrand	-	36		1898/1900 ex BDK Bw 1-5, 7-15; 1920 to BSt Bw 568-581; 1925 Bw 568-571, 573, 575, 577, 580 to ABw; others in 1925 in BSt Bw 2041–2046, retired in 1928
114-125	1889	4 ×	Herbrand	-	30th		1898/1900 ex BDK Bw 40, 42 ^II , 43-52; 1920 to BSt 582-593; 1925 Bw 587, 588, 592 retired; others in 1925 in BSt Bw 2047-2055, retired in 1928
126	1887		Weifzer	-	28		1898/1900 ex BDK Bw 36; 1920 to BSt Bw 594; 1924/25 to BSt ABw M1
127	1887	2 ×	Herbrand	-	40		Summer car; 1898/1900 ex BDK Bw 41; 1920 at BSt Bw 595; 1925 to BSt Bw 2056, 1928 to BSt ABw M1
128-177	1899	2 ×	Herbrand	-			Summer car, closed in 1900; 1920 to BSt Bw 864-913; Bw 875, 886 retired by 1925; remaining in 1925 in BSt Bw 2260-2307, retired around 1928
178	1904	2 ×	Boker	-	22nd	39	1920 to BSt Bw 1218; Retired in 1934

Depots

The WBV initially took over the farms operated by the steam tram consortium on Bismarckplatz in Grunewald, on Grunewaldstrasse in Schöneberg and on Lichterfelder Chaussee in Steglitz.
The depot I in Schöneberg was closed as part of the electrification in 1899 and its tasks from the depot X of GBS in the Belziger Street perceived.

The depot II in Grunewald was on a 22,560 square meter plot, which was Bismarckplatz road square Caspar Theyß Street / Schinkelstraße / Koenigsallee west. The courtyard, which was laid out in 1886, was used until 1911 after electrification. After the demolition of the high-rise buildings, the complex of the Reich Labor Service was built on the site in the 1930s . After the Second World War, the Telegraf newspaper and later the Federal Environment Agency first used the premises.

The depot III in Steglitz remained until 1913th As it quickly reached its capacity limit of 50 cars, the WBV had a new farm built in the immediate vicinity, which began operations in November 1913. The new Steglitz depot was run internally as yard XI of the GBS. It had space for 275 cars. From 1935 the yard also housed the trolleybuses of the Steglitz branch. In 1963 it was converted into a bus depot; the Court carried out these tasks until 1988. A car dealer has been using the halls since 2004.

literature

Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin, ISBN 3-344-00172-8 .

Michael Kochems: Trams and light rail vehicles in Germany. Volume 14: Berlin - Part 2. Tram, trolleybus . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-395-6 .

Christian Winck: The tram in the Charlottenburg-Wilmersdorf district. 150 years of tram traffic in Berlin. 1865 to 2015 . VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 .

Individual evidence

↑ ^a ^b ^c ^d ^e collective of authors: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 102-106 .

↑ ^a ^b ^c ^d ^e ^f Michael Kochems: Trams and light rail vehicles in Germany. Volume 14: Berlin - Part 2. Tram, trolleybus . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-395-6 , p. 70-76 .

↑ The Great Berlin Tram and its Branch Lines 1902–1911 . Berlin 1911, p. 11-20 .

^ ^A ^b ^c Eduard Buchmann: The development of the great Berlin tram and its significance for the development of traffic in Berlin . Julius Springer, Berlin, Heidelberg 1910, p. 21-26 .

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Christian Winck: The tram in the Charlottenburg-Wilmersdorf district . VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 24-32 .

^ ^A ^b Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 61st episode . In: Berliner Verkehrsblätter . No. 6 , 1969, p. 109-111 .

^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 62nd episode . In: Berliner Verkehrsblätter . No. 7 , 1969, p. 128/129 .

^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 63rd episode . In: Berliner Verkehrsblätter . No. 8 , 1969, p. 151/152 .

↑ Heinz Jung: The loop lines of the trams in Berlin . In: Berliner Verkehrsblätter . No. 1 , 1963, p. 4/5 .

^ ^A ^b Heinz Jung: The loop lines of the trams in Berlin . In: Berliner Verkehrsblätter . No. 3 , 1963, p. 28/29 .

↑ Jens Dudczak, Uwe Dudczak: Great Berlin tram (from 1902). In: Railways in the Berlin area. Retrieved October 9, 2016 .

↑ General plan of the Great Berlin Tram and its branch lines . 1911.

^ ^A ^b Christian Winck: The tram in the Charlottenburg-Wilmersdorf district. VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 4-19 .

^ Christian Winck: The tram in the Charlottenburg-Wilmersdorf district. VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 170-171 .

^ ^A ^b Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 107 .

↑ ^a ^b The Great Berlin Tram and its Branch Lines 1902–1911 . Berlin 1911, p. 83-86 .

^ ^A ^b Eduard Buchmann: The development of the great Berlin tram and its significance for the development of traffic in Berlin . Julius Springer, Berlin, Heidelberg 1910, p. 74-82 .

^ Wolfgang Kramer, Uwe Kerl: Berlin steam tram 1886–1898 (episode 4) . In: Berliner Verkehrsblätter . No. 5 , 2012, p. 81-87 .

↑ Michael Kochems: trams and light rail in Germany. Volume 14: Berlin - Part 2. Tram, trolleybus . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-395-6 , p. 76-77 .

↑ Michael Kochems: trams and light rail in Germany. Volume 14: Berlin - Part 2. Tram, trolleybus . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-395-6 , p. 204-229 .

^ Siegfried Münzinger: Depots for the Berlin tram . In: Berliner Verkehrsblätter . No. 7 , 1969, p. 114-121 .

^ Christian Winck: The tram in the Charlottenburg-Wilmersdorf district. VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 186 .

^ Christian Winck: Opened 100 years ago: Depot in Steglitz . In: Verkehrsgeschichtliche Blätter . No. 2 , 2013, p. 30-37 .

This article was added to the list of excellent articles in this version on October 21, 2018 .

[a102-1] ↑ ^a ^b ^c ^d ^e collective of authors: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 102-106 .