Trackless railway from Niederschöneweide to Johannisthal

from Wikipedia, the free encyclopedia
Car 200 of the Gleislose Bahn Niederschöneweide – Johannisthal

The Gleislose Bahn Niederschöneweide – Johannisthal was a trolleybus operation within the communities of Niederschöneweide and Johannisthal, which are now part of Berlin . After the electric vehicle, the operation was the second of its kind within today's borders of Berlin.

history

The Carl Stoll patent

The Berliner Ostbahnen (BO) applied for the concession to build and operate a trolleybus between the Niederschöneweide-Johannisthal station (today: Berlin-Schöneweide) and the Johannisthal community in early 1904 . The project was supported by the parent company AEG , which had set up a test operation on the premises of the Oberspree cable works the previous year . At the beginning of August 1904, the BO, AEG and the Johannisthal community signed a contract. This provided for the start of operations within the next four months, the operating license ran until December 31, 1949.

The start of the line operation took place in November 1904, according to other sources on December 5, 1904. The power was supplied according to the Stoll system with contact carts. Switches were not provided for in this design, only the contact carriages were exchanged when two wagons met. The operations management was incumbent on the Berliner Ostbahnen. The cars needed eight minutes for the two-kilometer route, which corresponds to an average cruising speed of 15 km / h. The car sequence was 30 minutes.

As vehicles came biaxial truck tractors with single-axle trailers are used, the latter were available in two versions for freight and passenger traffic with 16 seats and standing room for four. The arrangement should reduce road traffic and keep the trailer away from vibrations. The operating voltage was 500 volts direct current with a maximum current strength of twelve amperes. The drive took place via a double motor designed as a paw-bearing motor with an output of nine horsepower. With a gear ratio of 1: 5, a top speed of 18 km / h was achieved with a gradient of 2.5 percent. The drive switch with five series, three parallel and five braking levels was attached below the seats of the railcar and was operated by means of a lever next to the driver's seat. The vehicles had a total of four brakes, three of which acted on the locomotive and one on the trailer.

The low performance of the railcars as well as the unusual car design led to the cessation of operations on February 4, 1905 after a good three months. A reopening with more powerful vehicles was initially planned, but since studies could not prove the profitability of the railroad, this measure was omitted.

It is not known how many vehicles were ultimately used. There are photos of the car numbers 1, 101 and 200 (see above), whereby it can be assumed that the cars 1 and 101 are identical.

See also

literature

Web links

Individual evidence

  1. ↑ a b c d e f Johannes Wolf: The first trolleybus routes in Berlin . In: Verkehrsgeschichtliche Blätter . Issue 8, 1979, pp. 126-129 .
  2. ^ Wolfgang Kramer, Siegfried Münzinger: Trolleybus Niederschöneweide – Johannisthal . In: Berliner Verkehrsblätter . Issue 12, 1959, pp. 63 .
  3. ↑ a b Rudolf Gensch, Lutz Stumpf: History from the Berlin local traffic. Episode 12: History - The trolleybus in Berlin. (PDF; 76 kB) Berlin Heritage Preservation Association, accessed on November 16, 2008 .
  4. ^ Carl Wilhelm Schmiedeke: The trolleybus in Berlin . In: Berliner Verkehrsblätter . Volume 3, 1965, pp. 27-37 .
  5. ↑ a b Wolfgang Kramer, Siegfried Münzinger: Trolleybus Niederschöneweide – Johannisthal . In: Berliner Verkehrsblätter . Issue 12, 1959, pp. 59 .