Berlin-Charlottenburg tram

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The Berlin-Charlottenburger Straßenbahn (BCS) was a private tram company in the greater Berlin area . It was founded in 1865 as the Berlin Horse Railway (BPfE) and renamed in 1894 on the occasion of the upcoming electrification. The line she opened on June 22, 1865 between the Brandenburg Gate in Berlin and the city of Charlottenburg , which was independent until 1920, was the first tram line in Germany. By 1914, the company expanded its network mainly within Charlottenburg. The lines also led to downtown Berlin, to Spandau , Weißensee and Neukölln . In 1900 the competing Große Berliner Straßenbahn acquired three quarters of the shares in BCS and took over its management from 1907. The complete takeover took place in 1919. While the central section of the company's first route through the Great Tiergarten fell victim to the expansion of the east-west axis in the 1930s , the western branch was used until the closure of the West Berlin tram network on October 2, 1967. A section in Dorotheenstrasse , also opened in 1865, is the oldest remaining route section in the Berlin tram network .

Route and line network of the Berlin Horse Railway and Berlin-Charlottenburg Tram, 1865–1919

history

Prehistory and opening

On November 26, 1832, the world's first streetcar went into service with the New York and Harlem Railroad . In Europe, the new means of transport first spread in Paris from 1854 . The public transportation in Berlin bewerkstelligten at that time a number of hauliers with carriages and horses buses . The Berlin police headquarters therefore wanted a “centralization of all public haulage” by awarding the necessary concessions to a single entrepreneur. In 1858 the French Council of State Carteret contacted the Presidium. He proposed a nationwide network of horse-drawn buses and trains. The project failed because Carteret could not raise the necessary funds. The licenses granted to him expired on December 1, 1859.

Carriage 40 (built in 1875) and carriage 10 (built in 1865) in Dorotheenstrasse with festive decorations on the occasion of the 90th birthday of Kaiser Wilhelm I , March 22, 1887
Car 47 (built in 1876) in front of Charlottenburg Palace with festive decorations on the occasion of the 90th birthday of Kaiser Wilhelm I , March 22, 1887

In 1863, the Württemberg engineer von Binger and the Danish engineer Møller appeared on the scene. Møller had received royal approval in 1862 to set up a horse-drawn tram line in Copenhagen , but had to abandon his project. At the same time he was in contact with the Hamburg Senate and the Berlin Police Headquarters for two similar projects. The Prussian Trade Minister von Itzenplitz was not averse to Møller's plans for a train from Berlin to Charlottenburg. On the advice of the authorities, however, he had to abandon the planned route through the Brandenburg Gate and the Unter den Linden boulevard and choose a route through Sommerstrasse and Dorotheenstrasse instead . For this, an additional breakthrough through the Berlin customs wall was necessary. The end point should be Am Kupfergraben . On March 23, 1864, the Minister granted Møller the concession. At Møller's request, the concession period had been extended from five to ten years. In addition to the Kupfergraben - Charlottenburg line, Møller was allowed to set up a branch line from the Brandenburg Gate via the Kroll'sche Etablissement and the excursion restaurant In den Zelten to the Kleiner Stern and another line from Dönhoffplatz through Leipziger Strasse and Potsdamer Strasse to Schöneberg .

To finance the railway, the transfer of the license to a company was approved. On May 11, 1864, the limited partnership based on shares was founded in the company Berliner Pferdeeisenbahn-Gesellschaft E. Besckow , which took over all rights and obligations. The Besckow brothers were hauliers from Berlin. The share capital should amount to 510,000 thalers (1,530,000  marks ) for both lines  . However, the company only raised the capital of 280,000 thalers (840,000 marks) required for the Charlottenburg line, so that the Schöneberg line was initially not built. Møller is said to initially keep the concession for this line and to have transferred it to the Great International Horse Railway Company in 1872 .

In addition to the concession document issued by the police chief, the company had to apply for a road construction permit for the construction of horse-drawn trams and obtain the approval of the road owner for their use. Until December 31, 1875, the first measure was also incumbent on the Berlin police headquarters; the Royal Ministerial Construction Commission was responsible for approval up to the same time. By cabinet order of December 28, 1875, the road construction police were subordinate to the cities at the beginning of 1876, and most of the roads became the property of the cities. Various country roads and the Unter den Linden road remained unaffected.

Construction of the line began in January 1865. Almost a month before it was commissioned, the Berlin police chief issued a regulation on the operation of the horse-drawn railway. The regulation, comprising 42 paragraphs, regulated, among other things, the labeling of the cars, uniforms and the conditions of carriage. The drivers were encouraged than not faster trot to drive, of road crossings was step prescribed. Women were also prohibited from entering the upper deck; this rule was only lifted in the run-up to the Berlin trade fair in 1896 . Opposite the gate wagons (" Kremser "), which often only left when full, the coachmen were not allowed to invite passers-by to ride. If the continuation of the journey was interrupted by obstacles that could not be removed immediately, the wagons should be lifted out of the rails and the place should be bypassed. When driving in a column, you should keep at least 60 paces away , with stationary cars at least ten paces so that the draft horses don't nibble on the wagons.

On June 22, 1865, the first section between the Brandenburg Gate and the tram station in Charlottenburg went into operation. Two months later, on August 28, the line was extended from the Brandenburg Gate to the Kupfergraben. The line was initially designed as a single track with eight switches. The route led from Dorotheenstrasse via Sommerstrasse, Charlottenburger Chaussee, Berliner Strasse and Spandauer Berg to the corner of Sophie-Charlotte-Strasse. There were alternative options at the terminus and at the intersection of Dorotheenstrasse and Neue Wilhelmstrasse, on Sommerstrasse, on Großer Stern , on the border with Charlottenburg, on Knie, on Wilhelmplatz and on Luisenplatz .

The branch line to the tents, also approved in 1865, could be opened in 1866 or 1872. It only stayed in operation until 1874 or 1875 due to a lack of profitability.

Expansion of the route network

Line overview 1890
course Length
(in km)
Kupfergraben  - horse station 7.8
Kupfergraben - Lützowplatz 5.0
Horse station - Lützowplatz 5.0
Charlottenburg train station  - Lützowplatz 5.4
Horse station - Spandauer Bock 2.8
Horse station - Alt-Moabit , criminal court 5.5
Alt-Moabit, criminal court - Lützowplatz 5.4
Kurfürstendamm / Kurfürstenstrasse  - Rankestrasse , Joachimsthalsches Gymnasium 1.1

Despite the initially high fare of two and a half silver groschen (25  [Reichs-] Pfennig ; in 1901 the same journey cost 10 Pfennig), the railway proved to be a success. In the first full year of operation in 1866, it carried around 960,000 passengers; whereby an extraordinary load in the excursion traffic to the city ​​of Charlottenburg, which at that time was still considered a summer resort , was observed. While 46,560 passengers used the horse-drawn tram in January 1866, there were 165,230 in August of the same year. The writer Hans Wachenhusen described such an excursion during the first years of operation. Several hundred people could be seen at the bus stop at the Kupfergraben on such days , and boarding along the route was almost impossible. Newspapers reported that the cars allowed for 45–50 people had to carry up to 93 passengers. Since this meant that the timetable could only be adhered to to a limited extent, there was hardly any time saving compared to pedestrians on the same route. The satirical Kladderadatsch took these circumstances as an opportunity to publish a “Regulations for the Use of the Berlin Horse Train”, in which, for example, pedestrians who overtook horse-drawn wagons were given a hasty fine of five silver groschen.

In 1871 the Terrain-Gesellschaft Westend H. Quistorp  & Co. had a single-track route from the horse station to the Westend villa colony built at its own expense . She transferred the management of the business to the BPfE. The route was 1.4 kilometers long and had a gradient of 33.3 per thousand over a length of 620 meters. The operation was carried out with a shuttle line from the horse station, as the two-horse deck seat cars used on the main line were unable to cope with the incline. In the same year, the Große Berliner Pferde-Eisenbahn- Aktien-Gesellschaft (GBPfE) was founded, which opened several routes from Berlin to the suburbs starting in 1873.

After the first concession, the company changed its name in 1875 under the name Berlin horse railway company, limited partnership by shares J. Lestmann & Co. In the same year was a branch line from the Grand Star Over Fasanerieallee and Cornelius bridge to the main entrance of the Zoo in Business. The main line received a second track throughout. This was followed by further stretches from Westend to Spandauer Bock (1879), from Knie via Hardenbergstraße to the Zoological Garden (1880), via Rankestraße to Joachimsthalschen Gymnasium (1881), from Kurfürstendamm to Lützowplatz (1885), from Wilhelmplatz via Wilmersdorfer Straße to City train station (1887) and from Knie via Marchstraße, Gotzkowskybrücke and Alt-Moabit to Moabit , Paulstraße (1890). On May 7, 1881, the company concluded a new agreement of approval with the city of Berlin until December 31, 1909, which included, among other things, the approval to build new lines.

Frequent changes in traction

Carriages 36 and 38 with contact wagons and overhead lines on the occasion of the trial operation between the street station and Spandauer Bock, 1882

Operation as a horse-drawn railway quickly showed the limits of this type of traction. In order to increase efficiency, the BPfE experimented several times with different drive options. From April 20, 1878, the BPfE used two box steam locomotives from Wöhlert and Krauss on the Brandenburg Gate - horse station route . Horse-drawn tram cars served as sidecars. The experiment with steam trams ran parallel to the horse-drawn trams until it was closed on August 11, 1878. In addition to the smoke nuisance, it turned out that the superstructure and substructure were too weak for the locomotives. In 1881/82 the railway made a second unsuccessful attempt with Rowan's steam railcars .

After the world's first electric tram opened in May 1881, Siemens & Halske looked for a suitable route to continue testing the electric drive . The two-and-a-half kilometer stretch from the horse-drawn railway station via Westend to the Spandauer Bock, with its steep incline by Berlin standards, offered an ideal test field. Trial operation began on May 1, 1882 with the converted wagons 36 and 38. Two copper wires insulated from one another were stretched parallel to the line at a height of four to five meters. A motorized two- or four- wheel contact car ran on this . The contact car was connected to the railcars and traction motors via a flexible cable. Since the catenary was only laid in one lane, the railcars had to be separated from the contact car at the meeting points and reconnected to the other contact car. The system did not prove itself, so that from the end of 1882 Siemens & Halske replaced the contact line with a slotted pipe contact line . Carriages embedded in the catenary served as pantographs that pulled the railcars behind them during the journey. The operating voltage was 180 volts direct current , the railcars reached a speed of 20 km / h on the flat, 10-12 km / h on the incline. In May 1883 the trial operation was stopped again. In August 1886, the BPfE carried out trial trips with an accumulator railcar on the horse train station - Lützowplatz line. After several derailments , the railcar was so damaged that the attempt had to be stopped.

Renaming and electrification

Persons transported (in millions)
year BPfE
BCS 		GBPfE
GBS 		NBPf total
1877 03.2 025.1 00.4
1880 03.5 045.6 02.3
1882 03.8 057.3 04.1 88.3
1885 03.8 077.2 06.2 116.8
1890 05.6 121.3 14.1 204.0
1895 07.0 138.6 18.3 270.1
1899 11.0 187.8 27.6 414.7
1900 13.7 236.0 - 458.4
Stuttgarter Platz at Charlottenburg station with two railcars on lines V and S in the foreground, around 1903
Place in front of the Brandenburg Gate, the route to the Tiergarten goes right, for aesthetic reasons there was no overhead line, 1904

In 1892 Siemens & Halske proposed the establishment of an electric tram line to the Charlottenburg municipal authorities in the course of the first line from 1865. The background to this was the license that expired on June 30, 1895. Since the magistrate was benevolent towards the project, the BPfE felt compelled to commission Siemens & Halske with the electrification of the route network in order to keep the concessions. On January 6, 1893, both sides signed the corresponding contract. In view of the upcoming electrification, the company changed its company name to Berlin-Charlottenburger Straßenbahn AG on September 26, 1894 .

From 1896 test drives with accumulator railcars began again. Since several institutes and authorities expressed concerns, the company decided to fully introduce battery operation. The authorities wanted to prevent the streetscape from being spoiled by the contact wires, and the Physikalisch-Technische Reichsanstalt feared that their measurement results would be falsified by " stray currents ". At the same time, trips were made with a gas- powered railcar from the Deutsche Gasbahngesellschaft ; the vehicle was later used by the Hirschberger Thalbahn .

The official changeover to electric battery operation began on August 3, 1897 on the section of the route from the Brandenburg Gate to the horse station. A month later, the entire line to Kupfergraben was converted. At the end of November, the BCS concluded a new agreement of approval with the city of Charlottenburg, valid until September 30, 1937, in which the city promised to set up additional lines. At the same time, BCS undertook to introduce a 10-Pfennig standard tariff within the community. A similar contract was concluded with the community of Deutsch-Wilmersdorf . The disadvantages of battery operation became apparent during the conversion phase. In addition to the short range and the high susceptibility to failure, the passengers felt annoyed by the acid fumes. Therefore, in 1898, the company applied for the conversion to catenary operation with grinding hanger . The first lines could be switched on January 1, 1899. On some sections of the route, however, within a radius of one kilometer from the Physikalisch-Technische Reichsanstalt and at the Brandenburg Gate, overhead lines were still not permitted.

Along with the electrification, BCS opened further sections of the route and expanded the existing routes to double-track. The line laid out in Hardenbergstrasse in 1880 received the second track in 1898. In August 1899, the line from Spandauer Strasse via Schloßstrasse , Suarezstrasse, Amtsgerichtsplatz and Leonhardstrasse to the Stadtbahnhof went into operation, and in the same month the line through Wilmersdorfer Strasse was electrified. From October 28, 1899, the tram drove through Bismarckstrasse , Grolmannstrasse and Knesebeckstrasse to Kurfürstendamm. From May 30, 1900, Bismarckstrasse between Knie and Schloßstrasse at Sophie-Charlotte-Platz was open to traffic.

Takeover by the Great Berlin Tram

Henriettenplatz at Halensee ring station with railcars on line T, around 1905

On March 9, 1900, a new agreement of consent was concluded between BCS and the city of Berlin, which was valid until December 31, 1919. In the same year the Große Berliner Straßenbahn (GBS, formerly GBPfE) acquired three quarters of the share and bond capital , which meant that the formal independence of the railway ceased. GBS took over the administration. In return, BCS had the opportunity to extend its lines over the routes of GBS and its subsidiaries Westliche Berliner Vorortbahn (WBV) and Südliche Berliner Vorortbahn (SBV). For this purpose, the overhead line and railcars had to be converted from grinding hoops to pantographs . On June 16, 1900, the railway received a new concession from the Berlin police headquarters until December 31, 1949. The content largely coincided with the concession for the GBS. Since the concession and the consent agreement had different terms, differences and legal disputes arose between GBS and its subsidiaries on the one hand and the Berlin magistrate on the other. The magistrate then decided to set up a city ​​tram company .

The supervisory authority issued an order on September 26, 1900, which stipulated the conversion of the remaining stretches operated by accumulator railcars to overhead line operation. On the Charlottenburger Chaussee west of the corner of Siegesallee to the Brandenburg Gate and further through the Sommerstraße and in front of the Charlottenburg Palace , an underground line was required for aesthetic reasons . At the level of the Physikalisch-Technische Reichsanstalt, on the other hand, a two-pole overhead line was tensioned to avoid a reverse current through the running rails. The last horse-drawn tram line ran in February 1901, and battery operation ended the following year. The underline operation also turned out to be prone to failure, as the cable ducts were often clogged with leaves and slush in the cold season. The last sub-line sections were therefore converted to overhead lines in 1906/07. In 1902 the tram company undertook to raise 100,000 marks for the complete or partial relocation of the Physikalisch-Technische Reichsanstalt . Between 1911 and 1913, a building for magnetic measurements was built on Telegrafenberg near Potsdam, to which the tram company made the promised contribution.

On May 6, 1902, GBS and its subsidiaries introduced numbers and letters to identify their lines. These replaced the colored signal lamps previously attached to the car; at BCS these had been introduced at the latest with the transition to GBS. One to three-digit numbers were provided for the lines of the GBS, the lines of the WBV were assigned the letters A to M, the lines of the BCS were assigned the letters N to Z. The conversion dragged on until December 1902.

Line changeover in 1902
Signal board White yellow green red White White / green line White / yellow line White / blue line
line N O P Q R. S. T U

In September 1905 the GBS presented two projects for tram tunnels, which were supposed to bundle east-west traffic and relieve the busy Leipziger Straße . A north tunnel was to lead from the Kleiner Stern along the street Unter den Linden to the Opernplatz and accommodate the lines running along the Dorotheenstraße. Track loops were provided at the Brandenburg Gate and Opernplatz to accommodate north-south traffic. Since the plans were often criticized for their inadequate execution, they were never implemented. The city of Berlin only built a north-south connection at Opernplatz, the Lindentunnel , on its own from 1914 to 1916.

BCS expanded its route network in Charlottenburg and Deutsch-Wilmersdorf between 1901 and 1914 to include additional connections. In 1901 the connection from the city station to the Kurfürstendamm went into operation. This was followed by routes through Wilmersdorfer Strasse and Brandenburgische Strasse to Fehrbelliner Platz and in Deutsch-Wilmersdorf from Wilhelmsaue to Prinzregentenstrasse (1902), in Leibnizstrasse and Alt-Moabit west of Gotzkowskybrücke (1905), in Ringbahnstrasse in Halensee and in Kaiser -Friedrich-Strasse (1912). Outside the core network, the trains ran from 1902 through Prinz-Albrecht-Strasse and Zimmerstrasse in Berlin's Friedrichstadt . Between 1911 and 1914, a connection in Weißensee from the Weißenseer Spitze to Rennbahnstraße went into operation. The route through Kaiserdamm from Sophie-Charlotte-Platz to Heerstraße station concluded on June 30, 1914.

Line overview June 28, 1914
line course Length
(in km)
N Kupfergraben  - Spandauer Straße (tram station) 07.8
O Kupfergraben - Friedenau , Südwestkorso / Laubacher Strasse 09.5
P Bf. Neukölln  - Westend , Spandauer Ch./Kirschenallee 16.7
Q Kniprodestraße / Elbinger Straße  - Halensee station 14.5
R. Neukölln , Wildenbruchplatz - Spandauer Bock 16.0
S. Kupfergraben - Wilmersdorf-Friedenau station 09.6
T Kupfergraben - Halensee station 09.2
U Kupfergraben - Heerstrasse station 09.5
W. Bf Schönhauser Allee  - Groß-Lichterfelde , Händelplatz 18.7
Z Weißensee , Rennbahnstrasse / Große Seestrasse - Halensee station 18.5

To the west of Charlottenburg, Siemensstadt emerged on the Nonnenwiesen at the beginning of the 20th century . Since this was still insufficiently developed, the companies Siemens & Halske and Siemens-Schuckertwerke entered into negotiations with BCS and the city of Charlottenburg. The city agreed to build a road to the border to Siemensstadt, while the BCS built a 1.9-kilometer tram route from the regional court on Gustav-Adolf-Platz via Jungfernheide station to the boundary of the district. A pendulum line operated on this from December 1, 1913. After three months, the line was discontinued on February 1, 1914 in favor of the extended line 164 of the GBS. This operated from June 9, 1914 beyond the boundaries of the district into Siemensstadt.

With the outbreak of the First World War , there were restrictions on regular services from August 3, 1914. The route from the Großer Stern to the Kurfürstendamm, laid out in 1875, was no longer served from November 15, 1916. The end point in Dorotheenstraße was moved directly to Am Kupfergraben on December 24, 1915. The period in between marks the greatest expansion stage, the route network length was 39.62 kilometers of double-track lines with a total track length of 87.72 kilometers.

Since there were several war-important operations in Spandau to the west (including the Siemens works and the army canning factory ), the military arranged for the Charlottenburger to be linked with the Spandau tram network . The Spandauer Linien had been running to the Spandauer Bock since 1906 and to Siemensstadt since 1908; there was no track connection between the two networks despite the same gauge and type of catenary. A hill on the Spandauer Bock also prevented the track connection. After this had been dismantled, the lines could run beyond the Spandauer Bock to Triftstraße in Spandau from May 13, 1917. From January 21, 1918, both networks in Siemensstadt were connected to one another.

On May 28, 1918, GBS and its subsidiaries and the Association of Greater Berlin concluded a new agreement of consent until the end of 1949. The agreement contained the option to merge GBS with its subsidiaries, which the Zweckverband approved on March 3, 1919 . The takeover of the Berlin-Charlottenburg tram and also the western , southern and north-eastern Berlin suburban railway by the Great Berlin Tram was completed on May 15, 1919. The BCS ceased to exist. Two months later, the Greater Berlin Association acquired the Great Berlin Tram and converted it into a municipal company on September 20, 1919 . The merger of GBS with the Berliner Elektrische Straßenbahn and the trams of the city of Berlin resulted in the Berliner Straßenbahn (BSt) on December 13, 1920 , from which in 1923 the Berliner Straßenbahn-Betriebs-Gesellschaft and in 1928/29 the Berliner Verkehrs-Gesellschaft (BVG ) emerged.

Further development after 1919

No. 3321 II ( TM 33 ) on Charlottenburger Chaussee as line 75 to Spandau, Hakenfelde, a few months before the tram traffic was stopped, 1934

After the merger, the Berlin tram restructured the line network and assigned uniform line numbers. Since hyperinflation at the beginning of the 1920s resulted in multiple line changes and adjustments, a comparison between the individual lines for this period is not possible. During this time, the routes in northern Kurfürstendamm and Wichmannstrasse as well as in Rankestrasse were closed. On November 1, 1934, the tram line through the Charlottenburger Chaussee and Berliner Straße between the Brandenburg Gate and Knie was closed for the expansion of the street to the east-west axis . The subsequent route through Bismarckstrasse and Kaiserdamm to Adolf-Hitler-Platz followed three years later on November 1, 1937.

After the Second World War, several sections of the route were not put back into operation, including in Moabit, between the Amtsgerichtsplatz and Halensee and in Weißensee. From 1954 onwards , the BVG continuously shut down the routes located in West Berlin after 1948 . The last section from Zoo station via Ernst-Reuter-Platz and Luisenplatz and the subsequent stretch along Spandauer Damm to Königin-Elisabeth-Straße were closed on October 2, 1967. The date also marks the end of trams in the western sectors of the city. The section in the eastern sector in Ebertstrasse and Clara-Zetkin-Strasse west of Planckstrasse was used by trams as a turning triangle until the Berlin Wall was built . The remainder up to the Kupfergraben is still in operation.

Companies

Operating results

Operating results 1865-1911 (extract)
year Command pers.
(in thousands) 		Income
(in marks ) 		Surplus
(in marks) 		Dividend
(in%) 		Car
kilometers
(in thousands) 		Remarks
1865 00.500 0.131,472 00, 00 0270 Company opening
1872 02,500 0.568,693 24, 00 0603
1882 03,800 0.637.666 05, 00 1503 Opening of the light rail
1885 03,788 0.561,308 01.75 1548 Opening of the Tiergarten stop
1890 05,630 0.754.309 01, 00 2210
1897 07,900 0.930.800 241.284 05, 00 5576 10 pfennigs tariff in Charlottenburg, introduction of electric operation
1900 13,685 1,460,599 365.457 03, 00 4194 Takeover by GBS
1901 14,788 1,641,265 492,480 03, 00 4796 10 pfennigs tariff in Berlin
1902 14,412 1,501,547 463,552 00, 00 4521
1908 26,350 2,674,776 813.975 00, 00 8202
1909 2,749,452 939,400 00, 00 8227
1911 32,270 3,327,000 02.50

The Berlin Horse Railroad achieved satisfactory, sometimes even outstanding results until 1882; For example, in 1872 the dividend was 24 percent. This development worsened suddenly with the commissioning of the light rail from the Schlesisches Bahnhof to the Charlottenburg station . The opening of the Tiergarten stop near Charlottenburger Chaussee further exacerbated the situation. For journeys between Berlin's city center and Kurfürstendamm, passengers preferred to use the GBPfE lines via Potsdamer Platz and Lützowplatz . The lines, which were opened until 1890, increased the number of passengers, but these were in no relation to the operating expenses. The lines mainly served the Charlottenburg inland traffic, which was very low in relation to the traffic flows from and to Berlin. An expansion of the network to Berlin was not possible due to competition from the GBPfE, as it occupied all of the important access roads with its tracks.

As part of the network electrification, the Berlin-Charlottenburg tram signed new approval agreements with the cities of Berlin, Charlottenburg and Wilmersdorf after the concession was granted. The standard tariff agreed in it for Charlottenburg, and later also for Berlin, caused the balance to shrink further. The takeover by GBS initially changed the balance sheet very little. By taking over the administration, from 1907 also the staff, and the extension of the lines to the traffic area of ​​the GBS, the result could slowly be improved until 1911. The number of passengers more than doubled between 1902 and 1911. In 1911, the company paid a dividend of 2.5 percent for the first time since 1906 .

In 1911, the company's share capital was 6,048,000 marks, the bond capital was 5,496,500 marks with repayment by 1949. The loss reserves were 14,889.44 marks. The amortization fund, i.e. the depreciation value of the railroad tracks, buildings and wagons, was 724,446.91 marks in the same year. The two maintenance reserves totaled 308,432.09 marks.

Tariff

Little information is available about the company's tariffs and fares in the early days. On the line from Kupfergraben to Charlottenburg, a distance-based tariff initially applied. The fare for a 3rd class train journey served as the basis . A single trip over the entire distance cost two and a half silver groschen (25  [Reichs-] Pfennig ), the section Kupfergraben - Brandenburg Gate cost one silver groschen (10 [Reichs-] Pfennig). An annual ticket cost 50 thalers (150 marks).

With the approval agreement concluded with the city of Charlottenburg, the company committed itself to introducing a 10-pfennig standard tariff in the Charlottenburg area on December 1, 1897. On January 1, 1901, the 10-pfennig standard tariff was introduced on the lines of GBS and its subsidiaries . It was valid for journeys within the respective urban soft area and beyond to the end point of the line to be used. Within the municipalities of Charlottenburg and Deutsch-Wilmersdorf, there was also a transfer tariff of 10 and 15 pfennigs for the BCS lines. For journeys between the traffic areas, i.e. the route networks of the individual companies, they levied a tiered fare of up to 20 pfennigs with partial route tariffs of 15 and 10 pfennigs if necessary . It was used on lines O, P, Q, R, S and W, while the internal tariff of 10 pfennigs applied on lines N, T and U.

With the introduction of the uniform tariff, GBS and its subsidiaries issued line-related time cards. These were issued on one or more lines, but authorized the use of all lines in the affected relation. The fare for a line was six marks, for each additional line an additional two marks, but no more than a total of 15 marks. After an initial price increase in 1904, the price for one line was seven marks, two lines ten marks, three lines 13 marks and the entire line network 15 marks. A monthly pass for the traffic area of ​​all companies cost 30 marks. With the introduction of the ticket tax, the tariffs rose again slightly in 1906. For inland traffic in Charlottenburg, the company issued additional monthly tickets at three marks for one and one mark for each additional line until the end of 1910. For comparison: In 1909 the average annual income of a GBS employee (driver or conductor) was 1,400 marks (≈ 8,252 euros).

School time cards for students under the age of 16 cost three marks per month and entitle them to use two lines for trips between home and school, sports club or tutoring . A surcharge of one mark was due for each additional line to be used. The company did not issue workers' weekly cards. Children under six years of age traveled for free, provided they did not require a separate seat for themselves. Two children under six years of age had to pay the fare for one person. Taking along Schoß- or hunting dogs  - the latter were permitted only on special routes - cost ten cents.

  • Ticket sample of the Berlin-Charlottenburg tram

  • Single ticket over 10 Pfennig as issued by GBS and its branch lines (standard ticket)

  • Part-trip ticket over 15 pfennigs for a line in connection between Spandauer Bock and Dönhoffplatz

  • Ticket over 15 pfennigs with transfer authorization in Charlottenburg

  • Ticket over 10 Pfennig with transfer authorization in Charlottenburg

Driving operation

vehicles

Knie, view of Bismarckstrasse (left) and Berliner Strasse (right) with two N railcars, around 1910
Junction at the corner of Spandauer Berg and Fürstenbrunner Weg with railcar 223 on line R, the line subsequently operated with the GBS, around 1907

In the opening year, the BPfE recorded 18 horse-drawn tram cars and 130 horses in its portfolio. Cars 1-6 and 17 were two-horse deck seat cars, cars 7-10 were normal two-horse cars, the other cars were single-horse cars . Cars 11–13 were also equipped with a saloon . In 1886/87 all cars were converted to deck seat cars. With the further expansion of the network, the BPfE procured additional wagons from various manufacturers. From 1892, the BPfE used summer wagons with open side walls especially for excursion traffic . By 1895 the number had increased to 101 cars, ten of which were open single-horse cars (summer cars), ten closed two-horse cars, 47 closed single-horse cars and 34 deck-seated cars. After the decision to electrify, the company continued to use some of the cars as sidecars. She had the deck seat cars converted into monoplane. The summer cars were locked during the First World War so that they could be used all year round. The Berlin trams decommissioned the last horse-drawn tram cars in the 1920s.

The Einspänner 36 and 38 were used for the electrical test operation in 1882/83. The connection cables between the pantographs and the cars were attached to one end of the car. The wagons were dismantled after the end of the trial operation. After extensive electrification with overhead lines, the two vehicles were again in use as railcars until they were retired in 1920.

The accumulator operation comprised 34 railcars, which the company procured between 1895 and 1897. Four railcars (Tw 24 II , 32 II , 133, 134) were created from former horse-drawn cars . Two other railcars (290 and 150) were single copies. Railcar 150 was later given the number 291. After the changeover to overhead line operation, the railcars were converted and the former horse-drawn tram cars were converted into sidecars or taken out of service.

The remaining railcars were combined in a series of 29 vehicles. They had two two-axle bogies and seven side windows in the arrangement wide-narrow-wide-narrow-wide-narrow-wide. The use of bogies was based on the high weight of the batteries . In 1899 the vehicles were each equipped with two hoop pantographs, in 1901 the changeover to roller pantographs followed, and the accumulators were expanded the following year. Instead, the wagons were now equipped with a contact shoe for sub-line operation. Between 1905 and 1907 eleven railcars were given maximum bogies and enlarged entry platforms after a conversion . BCS converted the remaining 18 railcars in 1913. They also received new car bodies with ten side windows. Railcar 221 had to be retired after an accident, the remaining vehicles were transferred to the BSt in 1920. The railcars converted in 1905/07 were taken out of service by the Berlin trams by 1929. Of the railcars rebuilt in 1913, five railcars were again equipped with closed platforms of the Berlin standard design in 1925. While the open cars ran until 1936, three of the five conversion cars (from 1934 as type TD or TD 07/25) were still available after the Second World War. The BVG-West looked at her two railcars in 1955, the in East Berlin remaining railcars involved the BVG East 1969 in the Reko program one.

The electrical mixed operation with overhead line and accumulators required the order of further vehicles. In 1898, BCS ordered 60 two-axle railcars from Dessauer Waggonfabrik . The current should be drawn using the Siemens system using a grinding arm. The extradition lasted from August 1, 1899 to October 1, 1901. The accumulator factory in Berlin-Hagen and Siemens & Halske were probably responsible for the electrical part of the equipment . The car bodies initially rested on pressed sheet metal chassis. In 1902 the accumulators were removed. Since the Physikalisch-Technische Reichsanstalt feared that it would be influenced by leakage currents, a second overhead line was installed as a return conductor in Marchstrasse. Initially, 15 railcars received two additional pantographs, which, in contrast to the first, could not be rotated. With the expansion of traffic, BCS converted more vehicles. The double catenary was stretched over a length of 1.19 kilometers until the First World War. In addition to this measure, the railcars underwent further extensive modifications. In 1902 this was followed by the conversion to roller pantographs and the replacement of the travel switches with models from the Union-Elektricitäts-Gesellschaft . The old 12 HP traction motors were replaced by 15 HP motors. Other measures included changing the coupling from a trumpet to a funnel coupling or adapting the paintwork to the GBS color scheme with pine-green side walls. In 1903 the cars were also given new chassis of the Neu-Berolina design. After the merger to form the Berlin tram, the cars could be found in passenger service until the 1920s. Some of the cars then served as work cars .

Also in 1902, the BCS acquired 15 Berolina railcars. The vehicles resembled the GBS Berolina railcars . The vehicles were taken over by the Berlin trams in 1920 until 1929. One motor car was still used as an H11 auxiliary equipment car after it was taken out of service.

  • Vehicles of the Berlin Horse Railway and Berlin-Charlottenburg Tram

  • Pfw 1 (built in 1865) in the Monument Hall of the DTMB, 2018

  • Bw 74 (built in 1883), around 1910

  • Bw 155 (built in 1900), around 1910

  • Tw 212 (built in 1897) after the renovation, around 1910

  • Tw 221 (built in 1897) for pure battery operation, around 1900

  • Tw 248 (built in 1900) with three pantographs, around 1911

  • Tw 249 (built in 1900) still with bracket pantograph, around 1900

  • Tw 150 (built in 1895, later Tw 291), around 1900

Pfw - horse-drawn carriage; Bw - sidecar; Tw - railcar

Two cars have been preserved as historical vehicles. The first is the 147 summer car, which is presented as a 1688 sidecar for the Berlin tram in the displayable condition of the 1920s. The second vehicle is horse-drawn tram 1 from the opening year 1865. The car is kept in the monument hall of the German Museum of Technology in Berlin and is the oldest existing tram in Europe.

The following table provides an overview of the vehicles used on the Berlin Horse Railway and Berlin-Charlottenburg Tram. The sorting takes place numerically according to the wagon number. Since the company decommissioned a large part of the horse-drawn tram cars after electrification at the turn of the century, only those car numbers that were converted for electrical operation are taken into account in the second column. Numbers in brackets indicate that a horse-drawn tram or sidecar was used as a railcar or vice versa. Renumbering that took place after 1920 is not taken into account, with the exception of the numbers of the known work cars. Vehicles that only run temporarily on the network, e.g. during the first attempts with steam or accumulator railcars, are not listed.

Vehicle overview
Pfw Tw / Bw Car no.
(from 1920) 		Manufacturer
(mech. / El.) 		Construction year Remarks
Horse-drawn tram (Pfw) / sidecar (Bw)
1-6, 17th 5 453 Lauenstein 1865 Deck seat car; Bw 1 later available as a museum car; Bw 5 retired in 1926; the rest of them retired after 1900
7-10 7, 10 454 + 455 Lauenstein 1865 Two-in-hand car, 1886/87 conversion to deck seat car, Pfw 10 with modified window layout;
Bw 7 retired in 1924; Bw 10 retired in 1926,
others retired after 1900
11-16, 18 11, 13, 18 456 + 457 Lauenstein 1865 Einspänner, Pfw 11–13 with saloon; 1887 conversion to deck seat car; Bw 11, 13, 18 retired in 1926; the rest of them retired after 1900
14 II -16 II - - 1896 Single horse; Retired in 1900
19 + 20 - - Grums 1872 Deck seat car; retired after 1900
21-26 21-23, 25 + 26 10-14 1872 Single horse; Pfw 24 retired before 1896; the rest of them retired by 1926
24 II (24 II ) - 1896 Single horse; 1896 conversion for electric battery operation; retired around 1900
27 + 28 27 15th Grums 1872 Deck seat car; 1924 in freight cart G75, whereabouts unknown
29-35 31, 35 16 Grums 1873 Deck seat car; Pfw retired in 1900; Bw 35 retired in 1920; the rest of them retired in 1928
32 II (32 II ) 459 1896 Single horse; 1896 conversion for electric battery operation; 1900 conversion to Bw; Retired in 1925
36-46 (36, 38) - Stephenson 1875 Single horse; Pfw 36, 38 1882/83 for electrical test operation, 1900 conversion for electrical operation; the rest of 1900 retired
36 II +37 II - - 1896 Single horse (?)
47-49 - - Grums 1876 Deck seat car; retired around 1900
50-55 - - Stephenson 1879 Single horse; Retired in 1900
50 II - - Stephenson 1896 Single horse; Retired in 1900
56-60 - - Wöhlert 1880 Deck seat car; Retired in 1900
61-73 - - Noell 1881-1883 Single horse; Retired in 1900
74-77 74-77 460-463 Wöhlert 1883 Deck seat car; 1886 ex NBPf Pfw 86-89; Retired in 1925/28
78-89 - - Noell 1887-1889 Single horse; Retired in 1900
90-96 - - 1890 Single horse; Retired in 1900
97-99 97-99 621-623 1892 Single horse carriage, summer carriage; 1914 with closed side walls; Retired in 1926/28
100-104 100-104 624-627 1893 Single horse carriage, summer carriage; 1914/18 with closed side walls, Bw 100 decommissioned; the rest of them retired in 1926/28
105-107 105-107 628-630 1895 Single horse carriage, summer carriage; 1914/18 with closed side walls; Retired in 1926/28
108-113 108-113 631-636 1895 Single horse carriage, summer carriage; 1914/18 with closed side walls; Retired in 1926
114-119 114-119 637-642 1896 Single horse carriage, summer carriage; 1914/18 with closed side walls; Retired in 1924/26
120-127 120-127 643-650 1896 Single horse carriage, summer carriage; 1914/18 with closed side walls; Retired in 1926/28
128-132 128-132 651-655 1897 Single horse carriage, summer carriage; 1914/17 with closed side walls; Retired in 1926
133 + 134 (133 + 134) - 1898 Single horse; 1898 conversion for electric battery operation; Retired in 1900
135-139 135-139 464-468 1899 Single horse; Retired in 1926/28
140-157 140-157 656-673 1900 Single horse carriage, summer carriage; 1914/17 with closed side walls; Retired in 1925/33; Bw 1688 (ex BSt 663, ex BCS 147) preserved as a historical vehicle
Railcar (Tw)
(24 II ) 24 II - 1896 Single horse; 1896 conversion for electric battery operation; retired around 1900
(32 II ) 32 II 459 1896 Single horse; 1896 conversion for electric battery operation; 1900 conversion to Bw; Retired in 1925
(36 + 38) 36 + 38 - Stephenson / S&H 1875 Single horse;
1882/83 conversion for electrical test operation with double contact line and slotted pipe contact line;
retired before 1921
(133 + 134) 133 + 134 - 1898 Single horse; 1898 conversion for electric battery operation; Retired in 1900
201-229 4721-4730 Dessau / S&H 1897 Battery pack; 1905/07 conversion for overhead line operation;
Tw 201, 202, 204, 207, 212, 213, 217, 220, 221, 225, 226 with new platforms, bogies and electrical equipment;
Tw 221 retired before 1920; others retired by 1929
5275-5292 Tw 203, 205, 206, 208–211, 214–216, 218, 219, 222–224, 227–229 from 1913 with new car bodies and Maximum bogies;
from 1925 partly with closed platforms and new car number; others retired by 1936
230-289 3740-3799 Dessau / S&H 1899 Bow pantograph; later with pantograph and Berolina chassis;
partly with further pantographs for return;
Retired in 1929
290 3800 S&H 1897 Battery pack; later conversion for pure catenary operation; Retired in 1925
291 3801 S&H 1895 Battery pack; ex Tw 150; later conversion for pure catenary operation; Retired in 1925
292-306 3802-3816 AEG 1902 Berolina car ; Tw 292 before 1929 as auxiliary equipment car H11, whereabouts unknown; others retired by 1929

Depots

Charlottenburg depot

Depot in Spandauer Strasse, around 1900

The first depot of the BPfE was at the western end of the route at Spandauer Strasse 13/14, corner of Sophie-Charlotten-Strasse. The farm went into operation at the same time as the line in 1865. The wooden carriage hall , covered by a gable roof , was 95 meters in length, and the stable held 128 horses. There was also a timber frame house, a waiting room and a ticket office . In 1871 a two-storey administrative building was added to the courtyard. Four years later, a second wagon hall and a two-story stable were added. For the year 1876 two more stables, office , scales and greenhouse are mentioned. Up to the change in traction, the courtyard was home to up to 100 wagons and 300 horses, and the wagon footprint was designed for up to 124 wagons. In 1900 the yard was converted for electrical operation and the space for 187 cars was expanded, and the workshop was relocated to the newly built Spreestrasse yard. After the transition to GBS and its successors, the court was assigned the number XVI and 16 respectively. When the new depot in Charlottenburg in the Königin-Elisabeth-Straße went into operation, the old courtyard was closed from 1865. Until 1932, the BVG used the area to park decommissioned cars, and until 1935 it was also used by a forwarding company to park their vehicles. It was demolished in 1935 and there have been apartments on the site since then.

Spreestrasse depot

Car hall in the Spreestrasse depot, around 1904

As part of the upcoming switch to electric battery operation, the BCS had a new depot built in 1896/97 according to plans by the S&H construction department. It comprised the 8,442 square meter site at Spreestrasse 59, Charlottenburger Ufer 20–24 and Havelstrasse 10–12. The access roads were on Spree and Havelstrasse. The depot had two two-story car halls, administrative buildings and a power plant for generating electricity and charging the batteries. The facades of the buildings were clad with facing bricks . The halls were covered by gable roofs, the false ceilings were designed as a cap ceiling . The larger car shed on Havelstrasse had eleven installation tracks for 40 cars in the basement. The smaller hall on Spreestrasse had five tracks on each floor for a total of ten railcars and five trailer cars. Between the two halls there was a transfer platform that was combined with a car elevator . The workshops were also located in the wagon hangars. On July 1, 1906, BCS gave up its own workshop. From then on, she had her vehicles serviced in the GBS workshops against reimbursement of cost . The power plant, which was no longer needed, was shut down as early as 1921. The halls were gradually closed from 1926 in view of the planned new depot in Charlottenburg on Königin-Elisabeth-Straße. The halls then served various purposes. Among other things, the district office of Charlottenburg used it as a "House of Sports". The property was divided in the 1950s. In the 1970s, a fire damaged the larger car hall, which was then rebuilt. In the spring of 2019, the large hall on Arcostraße was demolished and the remaining track at the entrance to the courtyard was removed in order to make room for a residential development that has been planned on the property since 2014. The smaller hall on Wintersteinstrasse is still there.

Car sheds

In addition to the two depots, the BPfE and BCS had two car halls.

The wagon hall at the Zoological Garden was on a site leased by the zoo at the Lichtenstein Bridge , the exact location is not known. It was designed for about ten to twelve wagons and 50 horses. It was opened with the commissioning of the line on July 3, 1875 and was in use until the horse-drawn tram operation was stopped in February 1901.

At the turn of the century, BCS rented a shed on the property of the eponymous restaurant on the Spandauer Bock to store decommissioned horse-drawn trams. The property was south of Spandauer Chaussee. After the wagons were sold, the shed was returned to the owner.

Remarks

  1. ↑ according to other sources by Bönger
  2. ↑ since 1925: Ebertstrasse
  3. ↑ since 1953: Strasse des 17. Juni
  4. ↑ since 1953: Strasse des 17. Juni and Otto-Suhr-Allee
  5. ↑ since 1950: Spandauer Damm
  6. ↑ since 1740 Wilhelmstrasse
  7. ↑ since 1953: Ernst-Reuter-Platz
  8. ↑ Richard-Wagner-Platz since 1934
  9. ↑ since 2000: Place of March 18th
  10. ↑ since 1951: Niederkirchnerstrasse
  11. ↑ from 1947 to 1963: Reichskanzlerplatz; since 1963: Theodor-Heuss-Platz
  12. ↑ again since 1995: Dorotheenstrasse
  13. ↑ since 1950: Berlin Ostbahnhof
  14. ↑ Located today on the northeast corner of Spandauer Damm / Sophie-Charlotten-Straße
  15. ↑ today: Wintersteinstrasse 22-26
  16. ↑ abandoned today
  17. ↑ today: Arcostraße 11-19

literature

Individual evidence

  1. ↑ a b c d e f g h Arne Hengsbach: The first Berlin horse-drawn tram and its prehistory . In: Berliner Verkehrsblätter . Issue 11, 1976, pp. 220-224 .
  2. ↑ a b c d e f g h i Author collective: Tram archive 5. Berlin and surroundings . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 14-18 .
  3. ↑ a b c H. Bomb: Berlin Horse Railway 1865-1894. Berlin-Charlottenburg tram 1894–1919 . In: Berlin traffic amateur . Volume 5, 1955, pp. 3-4 .
  4. ↑ a b Hans-Joachim Pohl: The legal basis of the first Berlin tram . In: Verkehrsgeschichtliche Blätter . Volume 4, 1985, pp. 89-91 .
  5. ^ Winfried Löschburg: Old Berlin means of transport. 'Flower board' forbidden for women . In: Verkehrsgeschichtliche Blätter . Volume 2, 1980, pp. 43 .
  6. ^ Holger Orb, Tilo Schütz: Tram for all of Berlin. History - conception - urban development . Jaron-Verlag, Berlin 2000, ISBN 3-89773-024-3 , p. 8-15 .
  7. ^ A b c d e 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. 8-12 .
  8. ↑ a b c d e f g h i j k l Christian Winck: The tram in the Charlottenburg-Wilmersdorf district . VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 4-19 .
  9. ^ Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 30-44 .
  10. ^ H. Bombe: Tram test operation Westend - Spandauer Bock . In: Berlin traffic amateur . Volume 5, 1955, pp. 2 .
  11. ↑ 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 .
  12. ^ Hans-Joachim Pohl: The new Berlin horse-drawn railway company. The traffic development of Weißensee and Lichtenberg (part 2) . In: Verkehrsgeschichtliche Blätter . Volume 2, 1986, pp. 32-38 .
  13. ↑ a b H. Bombe: Berlin Horse Railway 1865-1894. Berlin-Charlottenburg tram 1894–1919 . In: Berlin traffic amateur . Issue 12, 1955, pp. 4-5 .
  14. ↑ 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. 20-27 .
  15. ↑ a b 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. 13-16 .
  16. ^ Andreas Jüttemann: Chronicle of the Charlottenburg tram. In: Bahninfo. 2006, accessed November 1, 2015 .
  17. ↑ a b Jens Dudczak, Uwe Dudczak: Berlin-Charlottenburg tram. In: Railways in the Berlin area. Retrieved November 1, 2015 .
  18. ^ Dorothea Zöbl: The peripheral center. Location and development of the federal and imperial authorities in the greater Berlin urban area 1866/67 - 1914. (= Brandenburg Historical Studies , Volume 10) Verlag für Berlin-Brandenburg, Potsdam 2001, ISBN 3-932981-19-7 , pp. 272 ​​f .
  19. ^ Heinz Jung: The introduction of the line numbers for the tram in Berlin . In: Berliner Verkehrsblätter . Volume 5, 1962, pp. 38-39 .
  20. ↑ Peter C. Lenke: Much discussed, but never realized transport projects: The tunnel projects of the Great Berlin Tram from 1905-1908 . In: Verkehrsgeschichtliche Blätter . Volume 2, 2004, pp. 30-36 .
  21. ^ Heinz Jung, Wolfgang Kramer, Renisch: Line chronicle of the Berlin tram 1902-1945. 63rd episode . In: Berliner Verkehrsblätter . Issue 8, 1969, p. 151-152 .
  22. ^ Heinz Jung, Wolfgang Kramer, Renisch: Line chronicle of the Berlin tram 1902-1945. 64th episode . In: Berliner Verkehrsblätter . Issue 9, 1969, pp. 165-167 .
  23. ^ Heinz Jung, Wolfgang Kramer, Renisch: Line chronicle of the Berlin tram 1902-1945. 65th episode . In: Berliner Verkehrsblätter . Issue 10, 1969, pp. 187-188 .
  24. ^ Arne Hengsbach: The tram of Siemens & Halske AG and Siemens-Schuckertwerke GmbH . In: Berliner Verkehrsblätter . Issue 8, 1986, pp. 176-178 .
  25. ^ A b Reinhard Schulz: Tram in turbulent times. Berlin and its trams between 1920 and 1945 . In: Verkehrsgeschichtliche Blätter . Volume 4, 2005, pp. 94-110 .
  26. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. Alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 11 .
  27. ↑ Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . Issue 11, 1961, pp. 77-80 .
  28. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954. Berlin 2008, ISBN 978-3-938648-05-6 , pp. 91-100 .
  29. ↑ Heinz Jung: 50 years ago: creation of the “Berlin tram” . In: Berliner Verkehrsblätter . Issue 12, 1970, pp. 241-246 .
  30. ^ Reinhard Schulz: Tram in turbulent times. Berlin and its trams between 1920 and 1945 . In: Verkehrsgeschichtliche Blätter . Volume 6, 2005, pp. 174-183 .
  31. ^ Holger Orb, Tilo Schütz: Tram for all of Berlin. History. Conception. Urban planning . Jaron Verlag, Berlin 2000, ISBN 3-89773-024-3 , p. 34-43 .
  32. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. Alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 76-83 .
  33. ↑ 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 .
  34. ^ 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. 28-31 .
  35. ^ H. Bombe: Berlin Horse Railway 1865-1894. Berlin-Charlottenburg tram 1894–1919 . In: Berlin traffic amateur . Issue 7, 1955, pp. 3-4 .
  36. ^ 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. 15-21 .
  37. ↑ The Great Berlin Tram and its Branch Lines 1902–1911 . Berlin 1911, p. 21-24 .
  38. ^ 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. 74-82 .
  39. ↑ a b c The Great Berlin Tram and its Branch Lines 1902–1911 . Berlin 1911, p. 83-86 .
  40. ^ Eduard Buchmann: The development of the great Berlin tram and its importance for the development of traffic in Berlin . Julius Springer, Berlin, Heidelberg 1910, p. 60-74 .
  41. ^ Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 251-273 .
  42. ↑ a b 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. 16-19 .
  43. ↑ a b c 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 .
  44. ^ 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. 18-19 .
  45. ^ A b c d collective of authors: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 27-29 .
  46. ^ A b c d e 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. 19-21 .
  47. ^ Siegfried Münzinger: Tram profile. Episode 33 . In: Berliner Verkehrsblätter . Issue 10, 1978, pp. 189-191 .
  48. ↑ Joachim Kubig: The development of the maximum car . In: Verkehrsgeschichtliche Blätter . Volume 5, 1981, pp. 120-126 .
  49. ^ Karl-Heinz Gewandt: The Charlottenburg railcars 230–289 . In: Berliner Verkehrsblätter . Volume 9, 1976, pp. 176-177 .
  50. ↑ a b Sidecar 1688 of the Berlin tram. Monument Preservation Association Berlin, January 25, 2010, accessed on September 14, 2013 .
  51. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. Alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 129-134 .
  52. ^ H. Bombe: Berlin Horse Railway 1865-1894. Berlin-Charlottenburg tram 1894–1919 . In: Berlin traffic amateur . Volume 9, 1955, pp. 4 .
  53. ↑ a b c Siegfried Münzinger: The depots of the Berlin trams . In: Berliner Verkehrsblätter . Volume 6, 1969, pp. 89-103 .
  54. ^ Christian Winck: The tram in the Charlottenburg-Wilmersdorf district . VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 182-183 .
  55. ^ Paul Ortwin Rave , Irmgard Wirth : The buildings and art monuments of Berlin. City and district of Charlottenburg . Gebr. Mann, Berlin 1961, p. 580 .
  56. ^ Christian Winck: The tram in the Charlottenburg-Wilmersdorf district . VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 183-186 .
  57. ↑ News in brief. Tram . In: Berliner Verkehrsblätter . No. 779 , June 2019, p. 118 .
  58. ↑ Wolfgang Kramer: Depots of the Berlin horse railways . In: Berliner Verkehrsblätter . Volume 6, 1995, pp. 99-105 .
  59. ^ Christian Winck: The tram in the Charlottenburg-Wilmersdorf district . VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 186 .
This article was added to the list of excellent articles on January 13, 2017 in this version .