Berlin steam tram consortium

from Wikipedia, the free encyclopedia

The Berlin Steam Tram Consortium ( BDK ) was a tram company in the south-west of the greater Berlin area . From 1888 it operated several steam and horse tram lines in the suburbs of Wilmersdorf , Grunewald , Schmargendorf , Schöneberg , Friedenau and Steglitz . The consortium took over the existing steam trams of the Kurfürstendamm-Gesellschaft or Davy, Donath & Co. along the Kurfürstendamm as well as the Wilmersdorf-Schmargendorfer steam tram from Reymer & Masch . By 1892, it started operating three more lines. Steam trams, however, did not operate within the city limits of Berlin at that time, and operation was prohibited by the authorities because of the noise and soot nuisance. On October 1, 1898, the Western Berlin suburban railway took over operations and electrified the route network.

Route and line network of the Berlin Steam Tram Consortium and its predecessors, 1886–1898

history

Railcar 1 of the Kurfürstendamm Society on the opening day, May 5, 1886

Kurfürstendamm line

The construction of the first stretch is closely related to the expansion of Kurfürstendamm into a boulevard . Master builder Hugo Hanke was commissioned with the project and negotiated with the property owners about the transfer of land to widen the bridle path at that time. In return, Hanke asked for the concession for a horse-drawn tram through Kurfürstendamm to the Zoologischer Garten station as well as via Tauentzienstrasse , Kleiststrasse and Motzstrasse to the border of the Charlottenburger Weichbild. On January 20, 1883, the contract between Hanke and the city of Charlottenburg was signed. The Kurfürstendamm-Gesellschaft , founded in the previous year, entered the contract three days after the conclusion of the contract with all rights and obligations and took on its execution. Hanke was appointed the company's technical director.

The tracks were taken into account when the road was built. In January 1884 the Kurfürstendamm-Gesellschaft made the decision to use steam trams instead of a horse-drawn tram . The reason was, on the one hand, the higher performance and, on the other hand, the seasonal uneven occupancy due to the heavy excursion traffic. The horses would have needed care even in the quieter winter months. Starting in the same year, the company therefore carried out test drives with a steam railcar for two years ; there was no scheduled traffic.

The police inspection of the route took place on April 28, 1886 and the official opening on May 5, 1886. The depot was located on Bismarckplatz and could be reached via an operating route along the extended Kurfürstendamm and Hubertusallee. The Kurfürstendamm-Gesellschaft transferred the management rights to Davy, Donath & Co. prior to the opening. The stops on the way were on Fasanenstrasse , Leibnizstrasse , Wilmersdorfer Strasse , Strasse 6 and at the intersection with the Ringbahn . In the same year Davy, Donath & Co. acquired three further concessions for the routes from the zoological garden via Nollendorfplatz , Schöneberg and Friedenau to Steglitz , from the zoo via the Kaiserallee to Steglitz and from Halensee to the Grunewald hunting lodge . The latter line was opened on September 10, 1887. The extension led from Bismarckplatz via the later Koenigsallee, Herbertstraße, Hubertusallee, Teplitzer Straße and Hagenstraße to the corner of Hubertusbader Straße. The end point is colloquially known as the dog's throat. The hunting lodge envisaged as the destination could be reached from the terminal via a long footpath.

Wilmersdorf-Schmargendorfer steam tram

Tram train on the Wilmersdorf-Schmargendorfer line at Winterfeldtplatz , 1898

On August 12, the secret secretary received a. D. and later mayor of Wilmersdorf, Friedrich Stork, from the district committee Teltow the approval for the construction of a horse-drawn tram from Schöneberg to Wilmersdorf . This concession was transferred to the building contractor Richard Damm before construction work began. On May 11, 1887, he received another license for a tram from Wilmersdorf to Schmargendorf . Damm then sold both concessions to Reymer & Masch . The government in Potsdam gave them permission to build a steam tram from the Twelve Apostles Church via Schöneberg and Wilmersdorf to Schmargendorf. On July 19, 1888, the line went into operation.

Takeover and expansion of the route by the consortium

Steam railcar on Tauentzienstrasse , in the background the Kaiser Wilhelm Memorial Church , 1897

Since Davy, Donath & Co. were financially unable to complete the other approved routes, the newly founded Berlin steam tram consortium took over operation in the course of 1888. It consisted of the bank for trade and industry , the bank J. Simon Witwe & Sons and the entrepreneur Hermann Bachstein . On December 22nd, 1888, the consortium took over the Wilmersdorf-Schmargendorfer steam tram from Reymer & Masch. One day later, the route from Nollendorfplatz via Schöneberg to Steglitz was opened with a tour of Hauptstraße , Rheinstraße and Schloßstraße . On Christmas Eve 1888, the route from the Zoological Garden to Nollendorfplatz was put into operation. In May 1890, after the laying of tracks through the northern Hubertusallee, the route was straightened, so the detour via Herbertstrasse was no longer necessary. The line from the Zoological Garden to Steglitz through Kaiserallee went into operation on July 23, 1890. Horse trams initially ran on the line. In March 1891 or September 1892, the consortium linked the Schmargendorfer and Kurfürstendamm lines on Roseneck and extended both to Hagenplatz . The conclusion was a stretch through Uhlandstrasse between Kurfürstendamm and Wilhelmsaue, which went into operation on July 1, 1892. The route to the Twelve Apostles Church was closed in autumn 1893 and the starting point of the line was relocated to Nollendorfplatz.

In addition to the trams, from 1889 the consortium also operated a horse-drawn bus line from Spittelmarkt to Goltzstraße in Schöneberg. On September 30, 1895, the line went to the Berlin Fuhrwesen Thien, which merged into the Neue Berliner Omnibus-AG in November of the same year.

Line overview 1896
course Length
(in km)
Nollendorfplatz  - Tauentzienstrasse  - Kurfürstendamm  - Halensee  - Hubertusallee - Teplitzer Strasse - Hagenstrasse - Hundekehle 8.2
Nollendorfplatz - Goltzstraße - Grunewaldstraße - Wilmersdorf , Aue (Wilhelmsaue) - Schmargendorf , Mecklenburgische Straße - Hagenstraße - Hundekehle 7.8
Zoological Garden  - Nollendorfplatz - Goltzstrasse - Schöneberg , Hauptstrasse  - Friedenau , Rheinstrasse  - Steglitz , Schloßstrasse 8.2
Zoological Garden - Wilmersdorf, Kaiserallee  - Friedenau, Rheinstrasse 4.8
Zoological Garden - Uhlandstrasse  - Wilmersdorf, Aue 2.7

Since the railway only connected the south-western suburbs of Berlin with each other despite the line openings, but there was no connection to the Berlin city center, the company was in deficit . In 1889 just under 1.67 million passengers used the steam tram. In contrast, there were around 132.5 million passengers on the other horse-drawn tram lines. By 1895 the proportion rose from 1.2 to around two percent. The consortium was therefore negotiating with the responsible authorities to extend their routes into the Berlin urban area. At the same time, the network was to be electrified, as the operation of steam trams within Berlin was prohibited. On March 12, 1895, the Berlin police chief granted the provisional license, the approval of the city of Berlin on April 15, 1895. Since the direct route over Potsdamer Strasse was blocked by the Great Berlin Horse Railway (GBPfE), the company had to switch to various side streets. In addition to the captivity of Nollendorfplatz over Motzstraße, Kurfürstenstraße , Dennewitzstraße, Flottwell street Schöneberger shore and link road to the Potsdamer Platz also the approval for a branch line from Queen Augusta bridge across the harbor square and the Bernburger road to Askanischer Platz on lay hitchhiker station before . The Royal Railway Directorate Berlin, as the supervisory authority, rejected the latter.

In the run-up to the upcoming electrification, the BDK undertook test drives with a battery- powered railcar in 1897 . Since the car burned out in April 1897, the company stopped the tests. In the same year the first electric railcars were delivered. The change in traction also necessitated the conclusion of new consent agreements with the affected communities. In it, the company committed itself to electrifying the remaining lines with overhead lines and the two-track expansion of the network. The contracts ran until 1937 and 1938 respectively. Regardless of further developments, the Westliche Berliner Vorortbahn AG was founded on June 25, 1898 . On October 1, 1898, the Berlin steam tram consortium merged with the West Berlin suburban railway. The Große Berliner Straßenbahn acquired the entire share capital in the same year and took over the administration and staff of the company. The western Berlin suburban railway continued electrification and completed it in 1900.

Driving operation

vehicles

The Berlin steam tram consortium had an extensive and diverse fleet of vehicles. By 1898 the company had procured 30  Rowan steam railcars , 13  steam locomotives , 54 sidecars for steam operation and 26 horse-drawn tram cars. There were also five electric railcars in 1897. The cars were red-brown with white decorative lines.

Steam railcar

Railcar 3
Railcar 25

The basic structure of the steam railcars was almost the same. The actual car body was supported at the rear end on a one or two-axle bogie . The front part was based on a two-axis steam arc, which formed the actual drive unit. The bogie ( English bogie ) was comparable to a small steam locomotive with a combined fire box and water tube boiler. The boiler was single or double, depending on the design. The problem of venting steam in the towns was solved by adding condensation surfaces to the roof of the car.

The operation of the railcar required only one employee. The cars were fired with coke , which was given in tin cans of three kilograms. The cans also served as a shovel. The supplies in the driver's cab were sufficient for a journey of around 16 kilometers, and supplies were replenished at Nollendorfplatz and at the respective terminal stops. There were also turntables or turning triangles for turning the vehicles.

Steam locomotives

Locomotive 8
Locomotive 13

The Berlin steam tram had a total of 13 locomotives in four different variations. The locomotives numbers 1 to 9 were procured by Reymer & Masch, machines 10 to 13 by the steam tram consortium. Unless otherwise stated, the machines were retired by 1900.

Locomotives 1 to 6 were uncoupled locomotives with inner cylinders, the manufacturer was the Hohenzollern stock corporation for locomotive construction in Düsseldorf . They had a high kettle with a fire hole on the side. The driver's cab was located next to the boiler, the water supply in two containers attached outside under the running plate. Locomotives 5 and 6 were slightly more powerful than the other machines. After electrification, locomotive 2 came to the Groß-Lichterfelde-Seehof-Teltow-Stahnsdorf steam tram, where it was retired in 1907.

Locomotives 7 and 8 were used; they were manufactured by Wöhlert in Berlin in 1878 . They had outer cylinders, raised semi-cylindrical steel boiler ceilings and fire holes in the longitudinal direction of the machine. The controls for reversing, brakes and controllers were attached to both ends.

The one-off number 9 came from the Swiss locomotive and machine factory in Winterthur . It had an unsprung bogie on which the spring-loaded locomotive body rested. The high-lying steam cylinder transferred its power to the axles via a two-armed fork. The smoke evacuation in the standing boiler took place via the shorter horizontal smoke pipes . Reversing, brake and controller were present on both sides.

Locomotives 10 to 13 were the most powerful machines. They were ordinary tank locomotives with external cylinders and box frames; Manufacturer was the Berliner Maschinenbau AG vorm. L. Schwartzkopff . The locomotives had a driver's cab.

Sidecar and horse-drawn carriage

Sidecar 41

The sidecars 1 to 15 were procured for the Wilmersdorf-Schmargendorfer steam tram in 1888. They were four-axle closed sidecars with a car body length of 8.2 meters. The Herbrand & Cie. Cars built in Cologne-Ehrenfeld had 36 seats. The bogies made of profile iron only had a long leaf spring under the axle bushes for suspension . Car 6 later came to the Groß-Lichterfelde-Seehof-Teltow-Stahnsdorf steam tram, the WBV used the remaining 14 cars in electrical operation; they were retired by 1931.

The sidecars 16 and 18 were four-axle summer cars . They offered 48 seats on eight transverse benches. The backrests could be adjusted so that the passengers could always sit facing the direction of travel. Long walk boards were mounted on the sides through which the conductor could collect the fare. They were not taken over for electrical operation.

Cars 19, 20, 24 to 30 and 42 were two-axle summer cars with 28 seats on seven transverse benches. They came used on the Reims tram in France in 1888 . The sidecars 21 to 23 were also two-axle summer cars, but with a light wooden frame. The wagon factory Ludwigshafen supplied the car in 1887 to Davy, Donath & Co. The WBV she looked up from 1900.

The four cars 31 to 34 were used for the horse-drawn tram line to Steglitz, which opened in 1890. The two - axle single carriage offered 16 seats and twelve standing places and had four side windows and eight skylights each. They were not taken over for electrical operation.

The cars 35 and 36 designed by Weitzer in Graz were two-axle closed sidecars with a heavy chassis and leaf springs. Car 35 later came to the Groß-Lichterfelde-Seehof-Teltow-Stahnsdorf steam tram and was retired when it was electrified in 1907. Sidecar 36 came to the WBV as car 127, which rebuilt it considerably. The seat division of mixed transverse and lengthways seats was changed into pure longitudinal benches, the suspension was made by coil springs , platforms and platform roofs were changed. The Berlin tram took over the car with the number 594 in 1920 and used it in passenger service until 1928.

Car 41 was a one-off and was used on the Kurfürstendamm line from 1887. The summer car had three single-axle bogies that were coupled to one another. It offered 40 seats; the transverse banks were divided by a central aisle. There was also standing room for ten. When it was taken over by the WBV as car 126, it received a new two-axle underframe with helical suspension and a modified seat layout with 24 seats. It was given car number 595 in 1920 and was used by passengers until 1928.

Cars 40, 42 II and 43 to 52 were closed four-axle sidecars with 30 seats. After the conversion for electrical operation, the vehicles were given car numbers 114 to 125 with 28 seats. The Berlin trams decommissioned them by 1931.

The cars of the series 219 to 224 and 225 to 240 were largely identical vehicles from Herbrand, the former being intended for steam and the latter for horse-drawn tram operation. They were biaxial and closed with 16 seats and twelve standing places. There were five windows on each side. In the case of the steam train cars, the skylights ran over the entire length of the car body, in the case of the horse-drawn cars over three fifths of the length. With an empty weight of 3440 kilograms, the steam train cars were heavier than the 2150 kilograms horse trams. The cars of both series were not used in electrical operation. Some of the horse-drawn tram cars were initially intended for conversion and were then sold. Cars 232 and 239 went to the Guben tram , cars 235, 236, 238 and 240 to the Lübeck tram . Car 228 was decommissioned by the WBV by 1900, the remaining cars were scrapped between 1910 and 1914 in the Halensee depot of the GBS.

Electric railcars

For the forthcoming electrification, the Berlin steam tram bought five railcars from H. H. Böker & Cie. in Remscheid . The two-axle railcars ran on chassis of the Neu-Berolina design, as used by the GBPfE / GBS at the time. The vehicles with the numbers 1 to 5 came into the inventory of the WBV in 1898 and via them to the Berlin tram in 1920.

No further information is available about the accumulator railcars used for test drives.

Vehicle list

The table below lists the vehicles used by the Kurfürstendamm-Gesellschaft or Davy, Donath & Co., the Wilmersdorf-Schmargendorfer steam tram Reymer & Masch and the Berlin steam tram.

Vehicle overview
number Construction year design type Manufacturer Seating Standing room Remarks
Steam locomotives
1-6 1888 1A Hohenzollern - - 1888 ex Wilmersdorf-Schmargendorfer steam tram;
Locomotive 2 around 1900 on the Groß-Lichterfelde-Seehof-Teltow-Stahnsdorf steam tram, Locomotive 3;
remaining whereabouts unknown
7-8 1878 B. Wöhlert - - 1888 ex GBPfE;
retired by 1900
9 1880 B. SLM - - 1888 ex Wilmersdorf-Schmargendorfer steam tram;
retired by 1900
10-13 1890 B. BMAG - - retired by 1900
Steam railcar
1-2 1882-1885 (Bn2) '1 Borsig /
Herbrand 		22nd 8th 3 × Tw; Rowan wagon type A;
1888 ex Davy, Donath & Co .;
retired by 1900
3-5 1885 Borsig /
Herbrand 		40 7th 3 × Tw; Rowan wagon type A;
1888 ex Davy, Donath & Co .;
retired by 1900
6th 1887 Borsig /
Ringhoffer 		32 8th 3 × Tw; Rowan wagon type A
1888 ex Davy, Donath & Co .;
retired by 1890
7-10, 16-24 1888-1890 B'2 ' Borsig /
Herbrand 		37 6th 4 × Tw; Rowan wagon type B
1890: Tw 16 in Tw 6 II ; retired by 1900
11-15 1887-1888 Borsig / Herbrand 40 5 3 × Tw; Rowan wagon type A
retired until 1900
25-30 1890 Schwartzkopff /
Herbrand 		48 4th 4 × Tw; retired by 1900
31 Schwartzkopff /
Herbrand 		42 4th Rowan wagons type B2 taken out of service
until 1900
sidecar
1-15 1886 Herbrand 36 4 × Bw;
1888 ex Wilmersdorf-Schmargendorfer steam tram;
1900 Bw 6 at Stahnsdorf , the rest of 1900 at WBV Bw 100-113
16-18 1888 Herbrand 48 Summer car;
1888 ex Wilmersdorf-Schmargendorfer steam tram;
Retired in 1900
19-20, 24-30, 42 1888 Herbrand 28 Summer car;
1888 ex Wilmersdorf-Schmargendorfer steam tram;
1888 to Reims
21-23 1887-1888 Ludwigshafen 28 1888 ex Wilmersdorf-Schmargendorfer steam tram;
retired by 1900
35-36 1887 Weitzer 28 1888 ex Wilmersdorf-Schmargendorfer steam tram;
Bw 35 to 1900 retired,
Bw 36 1900 to WBV Bw 126
41 1887 Herbrand 40 3 × Bw, from 1900 2 × Bw; Summer carriage
1888 ex Wilmersdorf-Schmargendorfer steam tram;
1900 to WBV Bw 127
40, 42 II , 43-52 1889 Herbrand 30th 4 × Bw; 1900 to WBV Bw 114–125
219-224 1890 Herbrand 16 2 × Bw; retired by 1900
Horse-drawn carriage
31-34 1887-1888 Ludwigshafen 16 2 x Pfw; 1888 ex Wilmersdorf-Schmargendorfer steam tram;
retired by 1900
225-240 1890 Herbrand 16 2 x Pfw; retired by 1900;
Bw 232 + 239 1905 to Guben , Bw 235, 236, 238, 240 1907 to Lübeck
Electric railcars
1-5 1897 Böker / AEG 20th 14th 1898 to WBV Tw 1–5

Timetable and tariffs

The timetable was subject to seasonal changes, which reflects the importance of individual lines for excursion traffic. In the winter timetable 1889/90, for example, the train sequence on the Kurfürstendamm line between Zoological Garden and Roseneck was 120 minutes. In the 1890 summer timetable, trains ran on the same section every 30 minutes. The lines leading through Schöneberg and Steglitz, on the other hand, had a comparatively dense series of wagons. In 1890, the Nollendorfplatz - Steglitz line ran every 15 minutes to Friedenau and every 30 minutes to Steglitz. Five years later, the car sequence was ten and 20 minutes respectively. The cruising speed was 11.7 km / h on the Kurfürstendamm line and 10.6 km / h on the Wilmersdorf-Schmargendorfer line, about 20-25 percent above the cruising speed of the horse-drawn tram.

As on the other Berlin tram lines of that time, the steam trams had a distance-dependent tariff. There were sections for 10, 15, 20 etc. up to 35 pfennigs. In the 1890s, some sections were extended to 10 pfennigs and the fare for the entire route was reduced to 30 pfennigs. The society also issued time cards for students or workers.

Depots

The depot of the Kurfürstendamm-Gesellschaft was located on a 22,560 square meter plot of land in the four-way street Caspar-Theyß-Strasse / Schinkelstrasse / Koenigsallee west of Bismarckplatz. It is not clear whether the farm passed to Davy, Donath & Co. after the start of operations. The courtyard, which was laid out in 1886, was used until 1911 after electrification. After the demolition of the 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.

Reymer & Masch opened the depot of the Wilmersdorf-Schmargendorfer steam tram in Grunewaldstraße  108/110. The yard was closed in the course of electrification on October 1, 1899; Depot X of the Great Berlin Tram in Belziger Strasse took over its duties .

For the Steglitzer line, Hermann Bachstein acquired a plot of land at Schloßstraße 60-63, at the corner of Lichterfelder Chaussee, for another depot, which was built the following year. The wagon hall measured 42 × 31 meters, the locomotive shed 28 × 16 meters. The access to the 8730 square meter property was via the Lichterfelder Chaussee. In addition to the two halls, the farm also had a workshop with a forge and steam boiler as well as work and storage rooms. The depot was converted for electrical operation in 1899 and in this condition offered space for around 50 cars. In 1913, a new depot for the trains of the WBV was built on a neighboring property , as the old systems did not allow any expansion. The property was exchanged for the Terrain Society at the Botanical Garden. There is a petrol station there today .

Remarks

  1. ↑ today: Else-Lasker-Schüler-Strasse
  2. ↑ today: Hektorstrasse
  3. ↑ today: Bundesallee
  4. ↑ from 1898: Great Berlin Tram (GBS)
  5. ↑ today: Hindenburgdamm

literature

  • Arne Hengsbach: The Berlin steam tram. A contribution to the history of transport in the 19th century . Reprint of the special edition from the Yearbook for Brandenburg State History, Vol. 17/1966. In: Böttchers Kleine Eisenbahnschriften . Issue 39. Werner Böttcher publishing house, Dortmund.
  • Wolfgang Kramer, Uwe Kerl: Berlin steam tram 1886–1898 . In: Berliner Verkehrsblätter . Issues 1 + 2, 4 + 5, 2012.
  • 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

  1. ↑ a b Arne Hengsbach: The Berlin steam tram. A contribution to the history of transport in the 19th century . In: Böttchers Kleine Eisenbahnschriften . Issue 39.Dortmund, p. 12-14 .
  2. ↑ 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 .
  3. ↑ a b c d e f g Christian Winck: The tram in the Charlottenburg-Wilmersdorf district. VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 20-24 .
  4. ↑ a b Wolfgang Kramer, Uwe Kerl: Berlin steam tram 1886–1898 (series 1) . In: Berliner Verkehrsblätter . Issue 1, 2012, p. 3-8 .
  5. ^ A b c Wolfgang Kramer, Uwe Kerl: Berlin steam tram 1886–1898 (episode 2) . In: Berliner Verkehrsblätter . Volume 2, 2012, p. 19-24 .
  6. ↑ a b c d Eduard Buchmann: The development of the great Berlin tram and its importance for the traffic development of Berlin . Julius Springer, Berlin, Heidelberg 1910, p. 21-26 .
  7. ↑ 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. 96-100 .
  8. ↑ a b c d e f g Arne Hengsbach: The Berlin steam tram. A contribution to the history of transport in the 19th century . In: Böttchers Kleine Eisenbahnschriften . Issue 39.Dortmund, p. 5-12 .
  9. ^ Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 102-106 .
  10. ^ Christian Winck: The tram in the Charlottenburg-Wilmersdorf district. VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 24-31 .
  11. ↑ a b c d e f g Wolfgang Kramer, Uwe Kerl: Berlin steam tram 1886–1898 (episode 3) . In: Berliner Verkehrsblätter . Volume 4, 2012, p. 59-68 .
  12. ↑ a b c d e f g h i j k Wolfgang Kramer, Uwe Kerl: Berlin steam tram 1886–1898 (episode 4) . In: Berliner Verkehrsblätter . Volume 5, 2012, p. 81-87 .
  13. ^ Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 100-101 .
  14. ↑ 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 .
  15. ↑ a b Arne Hengsbach: The Berlin steam tram. A contribution to the history of transport in the 19th century . In: Böttchers Kleine Eisenbahnschriften . Issue 39.Dortmund, p. 16-17 .
  16. ^ A b Siegfried Münzinger: Depots of the Berlin tram . In: Berliner Verkehrsblätter . Issue 7, 1969, p. 114-121 .
  17. ^ Christian Winck: The tram in the Charlottenburg-Wilmersdorf district. VBN Verlag B. Neddermeyer, Berlin 2015, ISBN 978-3-933254-30-6 , pp. 186 .
  18. ↑ Berliner Verkehrs-Betriebe (Ed.): Documentation. Lichterfelde depot . Berlin 1988, p. 5-7 .
  19. ^ Christian Winck: Opened 100 years ago: Depot in Steglitz . In: Verkehrsgeschichtliche Blätter . Issue 2, 2013, p. 30-37 .
  20. ↑ Sigurd Hilkenbach: A plot of land on - the old depot tells tram history . In: Verkehrsgeschichtliche Blätter . Issue 2, 2013, p. 38 .
This version was added to the list of articles worth reading on September 27, 2018 .