Tram of the community Heiligensee an der Havel
The tram of the community Heiligensee an der Havel was a formerly independent tram company of the rural community Heiligensee an der Havel . The company opened two tram lines on May 29, 1913, which ran from Tegel to Heiligensee and via Konradshöhe to Tegelort . On 1 October 1920, the municipalities Heiligensee and Tegel in the course of were Greater Berlin Act of Berlin incorporated and the administrative district of Reinickendorf affiliated with, the community railway took the same day the Berlin tram Great (GBS), which later Berlin tram (BSt ). From 1922 they were connected to the Berlin tram network and their routes were expanded to two-track.
With the extension of line C I of the Berlin U-Bahn (today: line U6 ) from Kurt-Schumacher-Platz to Tegel (today: Alt-Tegel) on June 1, 1958, both routes were shut down and switched to buses. Shortly afterwards, the route was dismantled for the expansion of the parallel streets.
history
prehistory
Due to its location on the Havel, the community of Heiligensee developed into a wealthy place of residence at the end of the 19th century. At the same time, the residential areas of Konradshöhe , Jörsfelde and Tegelort were built along the Havel . At that time, traffic from Berlin towards Hennigsdorf and Velten passed through the village, where travelers took a ferry across the Havel to Nieder Neuendorf to continue their journey. With the construction of the Hennigsdorfer bridge over the Havel this importance decreased. From 1897, the Heiligensee station on the Kremmener Bahn , which opened in 1893, was more than a kilometer away from the village center, ensuring a fast connection to the capital and to Hennigsdorf . The Heiligenseer haulier Kleinert set up a horse-drawn bus line between the village and the train station, which ran after the suburban trains to Berlin.
With a fare of 40 pfennigs in 3rd carriage class (from 1908: 20 pfennigs), the journey from Heiligensee train station to Szczecin train station (today: Nordbahnhof) was too expensive for many residents, so the community thought of a tram connection to Tegel since 1881 was connected to the tram network. The great Berlin tram questioned the profitability of such a connection, so that at the urging of the landowners of Heiligensee, Konradshöhe and Tegelort, the municipality decided to build its own tram to Tegel. The Allgemeine Elektricitäts-Gesellschaft ( AEG ) agreed to take over the construction of the railway.
Construction and commissioning
| year | month | Passengers |
|---|---|---|
| 1913 | May | 3,000 |
| June | 48,000 | |
| July | 59,000 | |
| Aug | 65,000 | |
| Sep | 51,000 | |
| Oct | 37,000 | |
| Nov | 30,000 | |
| Dec | 24,000 | |
| 1914 | Jan. | 26,000 |
| Feb | 32,000 | |
| March | 38,000 | |
| Apr | 62,000 | |
| May | 72,000 | |
| June | 83,000 |
After the negotiations with the forest administration in Potsdam , the municipality of Tegel and the owner of the Tegel Castle estate were successful, the laying of the first tracks began in September 1912. With the exception of a swampy section north of the Heiligensee village green , there were no topographical difficulties during construction. The Urban tram Spandau thought at that time over a bridge at Tegelort to a connection between the Heiligenseer with the Spandau to allow tram. Since the project was considered too costly, a ferry connection between Tegelort and Hakenfelde was set up on the opposite bank.
In the spring of 1913, the superstructure work was completed, so that the police inspection of both routes could take place on May 27, 1913. The opening ceremony on May 28th was followed by regular operations on the following day.
The operation comprised two lines that ran from Tegel through the Tegel Forest to Heiligensee and via Konradshöhe to Tegelort. To distinguish them, the trains going to Heiligensee were given red target signs, the trains going to Tegelort in green. At the other end of the railcar there was a white destination sign for Tegel, which led to the fact that the railway in Tegel was referred to as the “White Electric”. The trains ran on both lines every hour, which was reduced to 30 minutes during rush hour. On Sundays the train ran every 20 minutes due to the heavy excursion traffic. The journey time for the approximately six kilometers long route from Tegel to Heiligensee was 19 minutes, for the approximately seven kilometers from Tegel to Tegelort the trains took 23 minutes, the total distance was 10.91 kilometers.
The lines were single-track and provided with several switches that would have made a ten-minute cycle possible. The single-track sections were initially not secured by signal systems.
The railway was able to record relatively high passenger numbers from the beginning, so that the community was able to pay the annual repayment rate of 50,000 marks from the fare alone. The exact amount of the construction costs is given differently and fluctuates between 800,000 and one million marks. Especially during the warmer months of the year, many day trippers used the train.
Connection to Berlin
On October 1, 1920, the company was taken over by the GBS as part of the Greater Berlin Act . On December 13, 1920, this merged with the trams of the city of Berlin and the Berlin electric trams to form the Berlin tram (BSt). In the course of the following year, the lines were given the numbers 125 (to Heiligensee) and 126 (to Tegelort). During this time, on November 24, 1920, traffic to Tegelort was temporarily suspended. Since the traction current was switched off after the end of business due to economic constraints, the contact wire was stolen near the fork.
Various modifications had to be made to the route for continuous operation beyond Tegel to downtown Berlin . Among other things, this concerned the conversion from hoop to roller pantographs and the replacement of the switches with slimmer models. The single-track sections received simple signaling devices to secure the route. Before the permanent track connection was handed over, some Berlin wagons are said to have been transferred to the Heiligenseer Bahn via trailer tracks.
On May 1, 1922, continuous operation could then be started, and the sweeping tracks in Street 2 were used to park sidecars that were not needed on the journey to Heiligensee or Tegelort. On the one hand, line 25 ran from its previous terminus at the corner of Charlottenstrasse at the corner of Unter den Linden via Tegel to Tegelort and every second train as line 125 to Heiligensee. On March 31, both lines were merged into line 25 and extended to Anhalter Bahnhof via Potsdamer Platz .
Further development
After the inflation-related suspension of tram traffic on September 9, 1923, the Berlin tram operating company resumed operations the following day. Instead of line 25, line 28 took over the service of both endpoints with a shuttle car from Tegel. From October 8, the line was operated continuously again, on March 1, 1924 the Heiligenseer branch received its own line number with the 128 line.
From 1925 to 1928 the Berlin tram extended the section from Tegel via Konradshöhe to Tegelort to two tracks and built a turning loop in the form of a block bypass instead of the coupling end point there. The double-track expansion to Heiligensee could not be completed until 1937 due to lack of funds. A short section in the village meadow to the Wendeschleife Heiligensee remained single-track.
On November 1, 1941, both lines were withdrawn to Gesundbrunnen station , Ramlerstrasse. Operations on the outer branches were likely to last until April 1945 and came to a standstill at the latest when the Berlin power supply collapsed. As early as May 20, 1945, both lines went back into operation as far as Tegel, together with line 87 between Treptow , Elsenstraße and Schöneweide station , they were the first tram lines to operate in Berlin after the surrender. A week later, the extension to the Seestrasse subway station took place , from July 1945 the end point was, as before, at Gesundbrunnen station.
The introduction of ticket stamps instead of the previously used punch pliers resulted in the conversion of the previously three-digit line numbers to two-digit ones, the stamps only had space for two digits. Line 128 became line 29. Two years later, both lines were converted from roller to scissor pantographs.
On June 1, 1958, lines 28 and 29 were discontinued together with lines 41 and 68 and line 25 was shortened; Their tasks were taken over by line C I of the subway , which was extended on the same day from Seestrasse to Tegel , as well as various bus routes. Instead of line 28, line A20 ran from Tegelort via Tegel to Lübars (today's line 222), line 29 was replaced by line A13 from Heiligensee via Tegel to Spandau (today: line 133). This reduced the travel time by two minutes.
Shortly after the conversion, the use of buses required widening of the roads used, for which the former tram route was removed. The depot in the village center and the paving in the Alt-Heiligensee street are still reminiscent of the Heiligenseer tram.
Route description
The starting point of the train was at today's Straße 2, not far from the Tegel depot and the GBS terminus. The double-track sweeping system provided space to move a three-car train. A track connection to the GBS network did not exist until 1922.
The line initially ran on two tracks through Karolinenstrasse to the river bridge. The Tegel – Friedrichsfelde industrial line was crossed at ground level. The railway ran along the northern side of Heiligenseestrasse to the fork in the direction of Tegelort. The Heiligenseer branch continued along Heiligenseestrasse, which merged into Kirschallee - today also part of Heiligenseestrasse - at the municipal boundary. Behind the former forest restaurant Rotkäppchen, the train changed sides of the road to the Dorfaue intersection (today: Alt-Heiligensee ). Following this road, the train led into the Heiligenseer village center, where the route was looped around the village green. Starting from the loop, a track led to the railway depot.
The Tegelort branch initially ran on the northern side of the Chaussee to Konradshöhe and changed from Habichtstrasse at the entrance to Konradshöhe to the middle of the street. At Falkenplatz, the route turned into Eichelhähstraße, which merged into Bismarckstraße (today: Friederikestraße) at the edge of the settlement . On the Kurz Straße (today: Almazeile) and Moltkestraße (today: Beatestraße) we continued to the final stop at Barschelplatz directly on the banks of the Tegeler See .
There were evasions at the intersection of Karolinenstraße and Heiligenseestraße and Schulzendorfer Weg, at the Rotkäppchen forest restaurant, on today's Wesselburer Weg and on the Tegelort route at the fork and on Falkenplatz. The route was secured using the system of fixed intersections that were located at the forest restaurant or behind the fork. The Schulzendorfer Weg siding was also used for traffic every 20 minutes.
The railway had only a few fixed stops, which, in addition to the end points, were located at Schulzendorf airfield and at the fork, the diversions served as stops on demand . However, boarding was possible on the open road.
In 1925, the Berlin tram had the section from Tegel to Habichtstrasse expanded to two tracks, the section to Tegelort followed in 1928. The coupling end point gave way to a block bypass in the course of Bismarckstrasse, Kurz Strasse, Moltkestrasse and Jörsstrasse. The Heiligenseer branch was expanded to two tracks until 1937, with the exception of the short section in the village meadow.
business
Tariff
| date | Single trip | Single trip (reduced) |
Section | Section (reduced) |
Trading card |
|---|---|---|---|---|---|
| May 29, 1913 | 0.20 Mk | 0.10 Mk | 0.10 Mk | - | |
| Feb 15, 1919 | 0.30 Mk | 0.20 Mk | 0.20 Mk | - | 10 to 2.40 Mk |
| 1st Mar 1920 | 0.40 Mk | ||||
| May 1, 1920 | 0.60 Mk | 0.30 Mk | 0.30 Mk | 0.20 Mk | 10 to 4.50 Mk |
| Dec. 1, 1920 | 0.80 Mk | 8 to 6.00 Mk |
At the opening, the Heiligenseer tram charged a fare of 20 pfennigs for a single trip over the entire route, sections of 10 pfennigs were spent from the three end points to the fork. There was a reduced tariff for children aged six to twelve. The fare was raised with the onset of inflation from 1919 and was 60 pfennigs for a single journey from May 1920.
Smaller items of luggage, like children under six, could be taken for free. The transport of larger pieces of luggage was allowed at the normal price from September 1, 1919. The luggage was allowed to take the place of one person. The transport of rifles and foul-smelling luggage, as well as luggage that protruded beyond the lower edge of the window, was prohibited.
With the transition to the Great Berlin Tram, the fare was initially raised from 60 to 80 Pfennig on December 1, 1920, without the tickets being valid beyond Tegel. From January 15, 1921, a transfer ticket at a price of 1.20 marks was issued for those switching to the Berlin tram. Due to inflation, prices rose dramatically in the following months. On June 22, 1922, the separate tariff was abolished on the tram lines to Heiligensee and Tegelort.
vehicles
Railcars 1–7, sidecars 21–26
Initially, there were seven railcars and six sidecars available for operation, which were identical in car structure. The cars had closed entry platforms , the entrances remained open. The car body had three side windows each with six overhead lights. In the center of the side walls of the yellow painted car was the coat of arms of the municipality Heiligensee in the colors red, green and gold, including the lettering " Tram of the municipality Heiligensee " and the car number. The current was drawn via Lyrabügel at an operating voltage of 550 to 600 volts. The railcars were given the car numbers 1–7, the sidecars the car numbers 21–26. They were taken over in 1920 with the numbers 4223-4229 and 1578-1583. The railcars were initially used from 1922 with Lyrabügel on line 84 from Friedrichshagen to Altglienicke, before this, like the other lines, was converted to pantographs. The sidecars were re-gauged for operation on the meter- gauge network in 1925 and retired in 1930. Without exception, the railcars were transferred to the workcar fleet in 1929 and were later retired.
Sidecar 27–30
The brisk excursion traffic in 1914 led to the delivery of another four sidecars, which were designed as open summer cars . They were longer than the other sidecars and each had four side windows. Instead of the glass panes, curtains were attached, the platforms were open and the roof was designed as a barrel roof . The cars with the numbers 27–30 were given the numbers 1584–1587 in 1920 and renumbered in 1925 to 1486 II –1489 II . 1486 II was retired by 1949, 1488 II 1489 II came to Potsdam in 1964 and were retired there in 1968.
Vehicle use after 1921
With the connection to Berlin, the lines on the north-south route to the city center were in great demand, so that the four-axle maximum railcars with one or two trailer cars were used here. From the mid-1950s, the railcars were replaced by the type T 24 with the associated sidecar, later mainly the center entry sidecar of the types BDM 26 and BM 28/35 and BM 28/37 were used.
| Construction year | Manufacturer | Numbers | from 1920 | from 1925 | Whereabouts |
|---|---|---|---|---|---|
| 1913 | 1-7 | 4223-4229 | two-axle railcars; 1929 to A151, A161, A147, A242, A250, A249 and A156 |
||
| 1913 | 21-26 | 1578-1583 | two-axle sidecar 1925, converted to meter gauge, retired in 1930 |
||
| 1914 | Lindner | 27-30 | 1584-1587 | 1486 II -1489 II | two-axle summer sidecars 1488 II , 1489 II (ex 29, 30) 1963 to Potsdam Bw 219, 218 |
Depot
The tram station of the local tram was on the village green Heiligensee on a leased property. The building covered an area of 1003 square meters and comprised a three-track wagon hall in the middle, a single-track repair hall with an inspection pit in the south side wing and the operations administration in the north side wing. Connected to the repair hall were the forge, armature winding , material store , lounge as well as toilets and washrooms.
On March 23, 1914, the mayor applied for an extension of the hall by 21.60 meters for the summer wagons acquired in 1914, which was implemented by May 7, 1914. Since then the capacity has been 21 cars. In the same month, the 5900 m² property was fenced in.
In 1920 the GBS took over the depot as a branch of the Tegel depot . With the track connection to Tegel, the yard was closed in May 1922 and its tasks were taken over by depot 6 in Tegel. The farm was then put to various uses, including the EOS automobile plant that produced its small cars here until 1923. From the mid-1920s to the beginning of the 1930s and from 1937 to 1938, the area was again used by trams, as a parking space for discarded vehicles or unneeded emergency vehicles. In between, the Reich Labor Service moved into the building and, after renovations, used the carriage hall as accommodation. During the Second World War, the former farm is said to have served as a branch of the Army Equipment Office .
After 1945, a local sawmill first used the wagon hall, and from 1961 a plastics manufacturer. At the end of the 1980s, the Senate Economic Administration planned to set up a riding hall for 50 horses, which would have meant expanding the tracks still in the hall; the project was not implemented. Between 1989 and 2008 the yard served the stonemason company Kai Dräger as a workshop and the artists Siegfried Kühl and Heinz Sterzenbach as a studio. A restaurant has been located in the building since 2010.
Accidents
On the sections of the route running through the Tegel Forest, there were isolated derailments in the early days due to excessive speeds. A maximum speed of 30 km / h was officially set, in curves and in hard-to-see places 10 km / h.
There is also a record of a collision with a train on the Tegel – Friedrichsfelde industrial railway, which is said to have occurred around 1920 in thick fog. The accident resulted in the establishment of a compulsory stop in front of the track crossing, which could only be passed after approval by the conductor in front.
literature
- Tram of the Heiligensee community . In: Berliner Verkehrsblätter . Issues 1, 3, 1956.
- Karl-Heinz Schreck: The tram of the Heiligensee community . In: Berliner Verkehrsblätter . Issues 5, 6, 1988.
Web links
- Franz-Max Polzin: The Heiligenseer Tram. Retrieved December 30, 2009 .
Individual evidence
- ↑ a b c d e f g h i j k l m n o p q r s Karl-Heinz Schreck: The tram of the Heiligensee community. 1st part . In: Berliner Verkehrsblätter . Volume 5, 1988, pp. 94-103 .
- ↑ a b Tram of the Heiligensee community . In: Berliner Verkehrsblätter . Issue 1, 1956, pp. 4 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 11 .
- ↑ a b c d e f g h i j Karl-Heinz Schreck: The tram of the community Heiligensee. 2nd part . In: Berliner Verkehrsblätter . Volume 6, 1988, pp. 123-135 .
- ↑ a b Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 62-75 .
- ↑ 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 .
- ↑ The Berlin tram fleet . In: Berliner Verkehrsblätter . Issue 11, 1969, pp. 192-199 .
- ↑ Michael Dittrich: Vehicle list of the sidecar type Lindner. In: Trams in Potsdam. Retrieved August 31, 2016 .
- ↑ Tram of the community Heiligensee . In: Berliner Verkehrsblätter . Volume 3, 1956, pp. 12 .
- ^ Jürgen Meyer-Kronthaler: From the Heiligensee depot to the stonemason workshop . In: Berliner Verkehrsblätter . Volume 6, 2007, pp. 108-109 .
- ^ The tram depot. In: Heiligensee tram depot. Worema Grundstücksgesellschaft, accessed on September 11, 2016 .
- ↑ New life in the tram depot. In: Heiligensee tram depot. Worema Grundstücksgesellschaft, accessed on September 11, 2016 .
