Berlin East Railways

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The Berliner Ostbahnen GmbH was a subsidiary of the company for the construction of subways , which acted as a tram operator from 1899. From 1901 the operation also included the Oberschöneweide industrial railway and in 1904/1905 a trolleybus operation . The network developed from two initially operationally independent lines, which were linked with one another in 1909. The focus was on the two rural communities of Ober- and Niederschöneweide . In 1920 the Berlin Ostbahnen were incorporated into the Great Berlin Tram . Some of the tram routes it built are still in operation, the other two parts of the operation have already been abandoned.

history

tram

Installation of the test track

Line network of the Berlin Eastern Railways from 1913

In 1891, the AEG presented plans for building a rapid transit network in Berlin . In contrast to the proposal for an elevated railway submitted by Siemens & Halske in 1888, the AEG favored an underground railway . The Berlin magistrate , however, considered the sandy soil below the imperial capital unsuitable and initially stopped the project. After negotiations, both sides agreed to build a test tunnel under the Spree bed in Treptower Park . With the participation of AEG, Deutsche Bank and Philipp Holzmann AG , the Society for the Construction of Underground Railways GmbH was founded in 1894.

A well-known postcard motif showed the fully occupied railcar 5 in the Spree tunnel, but the vehicle was added to the picture afterwards, in 1899

The trade exhibition in Treptow, which was scheduled for 1896, and demands from the rural community of Stralau led to the decision to tunnel under the entire Spree and make the tunnel accessible to the public. Preparatory work began in the summer of 1895. The actual tunneling could only take place in February 1896 because of the late delivery of the Macken's breastplate . For the opening of the trade exhibition on May 1, 1896, only a 160 meter long section had been completed. During the further course of the exhibition, construction work ceased, and during this break the company was negotiating with the municipal authorities for the concession of a tram line from Schlesischer Bahnhof - Treptow, which was to be led through the tunnel. Although the negotiations initially turned out to be negative for the company, in 1897 they decided to continue building the tunnel. The tunnel was completed between September 1897 and February 1899. The length was 454 meters, 195 meters of which ran under the Spree at a depth of three to five meters below the river bed. The deepest point was about 10.7 meters below the water level.

As early as February 1898, the responsible building director Schnebel again submitted a request to set up the tram line, which this time was granted. After the line was completed, the first test drives began on September 16, 1899, which was followed by the official opening of the line on December 18, 1899. The route was around 4.7 kilometers long and required a travel time of 24 minutes, of which two minutes were in the tunnel. The final stop was at the square at the Spreetunnel, where there was a possibility to change to several lines of the Great Berlin Tram (GBS).

The small tunnel diameter of less than four meters resulted in the use of wagons with a smaller clearance profile , and the section concerned was only single-track. A signal rod , also known as a “stick”, was used to secure the route. Only the car whose driver was in the possession of the staff was allowed to enter the tunnel. The nickname "Knüppelbahn" quickly established itself for the line .

Expansion of the network

Railcar 3 with sidecar in Stralau, around 1902

On August 1, 1901, the Berliner Ostbahnen acquired the Oberschöneweide industrial railway built by the Grundrenten-Gesellschaft and completed the electrification work carried out there by August 5, 1901. Ten days later they took their second tram line on the connection from the Niederschöneweide-Johannisthal train station (from 1929: Berlin-Schöneweide ) via Berliner Strasse, Karlshorster Strasse, Siemensstrasse, Wilhelminenhofstrasse, Ostendstrasse and Weiskopffstrasse and Cöpenicker Strasse (today An der Wuhlheide) Sadowa, Wuhlebrücke on the border with Cöpenick. The 5.4 kilometer line initially ran every 60 minutes. On December 3, 1904, it was extended by about 600 meters after Cöpenick to the intersection of Bahnhofstrasse and the corner of Lindenstrasse, and the train of cars was reduced to 10 to 20 minutes. There was a connection to the lines of the Cöpenick municipal tram , but a track connection was not established. The line partly used the tracks of the freight railway. Since the line ran independently of the "Knüppelbahn", a depot was built in Alteneckstrasse (today Nalepastrasse) for the industrial railroad's electric locomotives.

In December 1905, the Treskow Bridge was opened as the second road bridge over the Spree between Ober- and Niederschöneweide and the line extended from Niederschöneweide to the Kunheim factory on the border with Baumschulenweg . A second line between the Niederschöneweide-Johannisthal train station and Ostend over the old Spree crossing was set up for reinforcement, and the eastern endpoints were later exchanged. After the wooden Spree bridge had to be closed in 1906 because of the excessive load, the line was also routed over the Treskow bridge and its end point was moved to the intersection of Siemensstrasse and Tabberstrasse not far from the depot. Instead of the wooden bridge, the Stubenrauchbrücke was built a year later . Around 1908 both lines were merged into one; the section to Tabbertstrasse is no longer served.

Railcar 37 in front of the Schlesisches Bahnhof in Berlin, around 1912

Also in 1908 the route to Baumschulenweg was expanded and the two subnetworks connected. On May 15, 1908, the first line was from the Kunheim factory via Köpenicker Landstraße to Baumschulenweg station . On December 19, 1908, the continuation followed via Baumschulenstrasse , Neue Krugallee and Alt-Treptow to the square at the Spreetunnel. On June 22, 1909, the two lines were combined to form a line from Schlesischer Bahnhof – Cöpenick. In the same year, a branch line was built from Baumschulenweg station through Baumschulenstrasse to the corner of Forsthausallee. The service was initially carried out with shuttle cars before the line was extended to Cöpenick.

As of May 1, 1910, the next route was the connection from Königsplatz in Oberschöneweide (today: intersection Wilhelminenhofstraße / corner of Edisonstraße) through Edisonstraße, Karlshorster Chaussee and Treskowallee to Wilhelmstraße (today: Alfred-Kowalke-Straße) in Friedrichsfelde . The line ended in the south at the Niederschöneweide-Johannisthal station and was extended to Kaiser-Wilhelm-Platz (today: part of the Sterndamm) in Johannisthal on April 18, 1913 . About two months later, the route was extended to Roonstrasse (today: Haeckelstrasse) via a block bypass. A branch line led from here to the Johannisthal airfield and was served by a shuttle car at events. It was operated every 15 minutes.

(Bruno-Bürgel-Weg today) to Also in April 1913, the station Niederschöneweide Johannisthal from a distance over Grünauerstraße (now: Michael-Brückner-Straße), Hasselwerder Street, Berlin (today Schnellerstraße) and Sedanstraße station Oberspree set . The line ran from Oberspree via Niederschöneweide and through the Spree tunnel to the Silesian train station.

To better mark the lines, the Ostbahnen introduced line numbers on May 1st instead of the previously colored signal boards. The lines were marked with Roman numerals.

Line overview May 1914
line from over to length
I. Berlin , Schlesischer Bf Spree tunnel  - Baumschulenweg station  - Niederschöneweide-Johannisthal station  - Treskowbrücke  - Ostend Cöpenick , Linde street corner Bahnhofstrasse 14.3 km
II Berlin, Schlesischer Bf Spree tunnel - Baumschulenweg station - Niederschöneweide-Johannisthal station Niederöneweide , Oberspree station 11.2 km
III Friedrichsfelde , church Karlshorst station  - Treskowbrücke - Niederschöneweide-Johannisthal station Johannisthal , Roonstrasse 8.7 km
IV Baumschulenweg , Baumschulenstrasse at the corner of Forsthausallee Baumschulenweg station - Niederschöneweide-Johannisthal station - Ostend Cöpenick, Lindenstrasse and Bahnhofstrasse 8.2 km
(Inserter) Johannisthal, Roonstrasse Johannisthal, airfield 0.8 km

With the beginning of the First World War in mid-1914, there were restrictions in line operations. Line II was limited to the section from Niederschöneweide-Johannisthal station to Oberspree station and line IV was temporarily suspended. In the course of the war, line II was also completely discontinued, while line IV was temporarily re-established as a shuttle car between Baumschulenweg station and Forsthausallee. At the end of the war, however, both lines no longer operated.

Development from 1919

Development of the route network of the trams operated by the Ostbahnen

The Greater Berlin Association acquired the Berliner Ostbahnen on September 8, 1919 at a price of 6.45 million marks. On January 1, 1920, a new line II was set up between Schlesisches Bahnhof and Platz am Spreetunnel as a repeater for line I. At the same time, GBS extended every second train on its 83 line on Line I to Cöpenick. For this purpose, there was a track connection between the two railways at the space at the Spree tunnel.

The Great Berlin Tram, which had been in the possession of the Zweckverband since July 15, 1919 and was run as a municipal company from September 20, 1919 , took over the Berliner Ostbahnen on May 1, 1920. When the Greater Berlin Act came into force on October 1, 1920, the unified community of Greater Berlin took over the legal successor to the association. Under her leadership, the other tram companies were taken over by the Große Berliner Straßenbahn, before it was merged with the municipal companies Städtische Straßenbahnen and Berliner Elektro Straßenbahnen to form the Berlin tram on December 13, 1920 .

Lines I and II were discontinued on August 1, 1920 and replaced by GBS lines 84 ( Alexanderplatz  - Cöpenick, Lindenstrasse) and 85 (Alexanderplatz - Treptow, Platz am Spreetunnel). For tariff reasons, line III initially continued under its old number; on July 1, 1921, it was given the number 95 with the same route.

During the years of inflation , most of the Ostbahn routes were temporarily suspended. With the transformation of the municipal tram in Berlin into a limited liability company , the lines were gradually put back into operation. The Spreetunnel was served by line 82, Baumschulenstrasse by a newly established line 95, Treskowallee by line 70 and to Oberspree by line 91. The Neue Krugallee was served by line 87 in the direction of the Spreetunnel In the opposite direction, the trains ran on the street Am Treptower Park and a newly built connection in the Köpenicker Landstraße. Line 87 made the connection to Köpenick at the same time as line 187 and later line 95.

Since the number of cars running through the single-track Spree Tunnel could only be increased to a limited extent, tram traffic shifted from Niederschöneweide in the direction of downtown Berlin to the route through Treptower Park and Köpenicker Straße . Only a few passengers passed through the Spreetunnel, for whom the use of a shuttle car between the two ends of the tunnel was sufficient from 1926. Penetrating water from the Spree also led to a deterioration in the state of the building. The maximum speed in the tunnel was reduced to 15 km / h in 1931. A renovation was rejected in view of the low passenger numbers and the expected costs of around 250,000 marks, so that tram traffic was stopped on February 15, 1932. A year later, the route through Neue Krugallee was abandoned and traffic was directed in both directions via Köpenicker Landstrasse and Am Treptower Park. In 1937 the line was closed between Stralau, Kirche and Friedrich-Junge-Straße.

In the last year of the war the Stubenrauchbrücke was destroyed. The neighboring Treskow Bridge was blown up before the Red Army invaded . In April 1945 tram traffic in Berlin came to a complete standstill. One of the first lines to be re-established after the unconditional surrender of the Wehrmacht was line 87 between Elsenstrasse in Treptow and Schöneweide station, which ran from Baumschulenweg on the tracks of the former eastern railways. A few days later the first lines ran from Oberschöneweide to Köpenick and Friedrichsfelde. In June 1945 traffic on Baumschulenstrasse was resumed, and in February 1946 the tram to Johannisthal and Stralau. In 1947 the Stubenrauchbrücke was provisionally restored and a tram connection was set up between Ober- and Niederschöneweide. On October 1, 1948, the tram ran again to Oberspree station. The closure was the re-opening of Treskowbrücke on August 2, 1951. The track on the Stubenrauchstraße stayed bridge than to 1969 operating range obtained. Only the short section in the Alt-Treptow street near the former Spree tunnel was no longer operated after 1945.

Tram on the repaired Treskow Bridge, 1955

Simultaneously with the recommissioning of the Treskow Bridge, BVG-Ost put a new line into operation in Karlshorst, which enabled a connection between the city center and Köpenick, bypassing the western sectors. Line 82 was run as line E via Markgrafendamm and Ostkreuz station to Klingenberg and from there via Karlshorst to Oberschöneweide. The tram to Stralau was thus given up. In the years 1956 to 1959, special trains ran again as line 82E on the occasion of the Stralauer Fischzug festival .

In the 1960s and 1970s, the road connection from Friedrichshain via Treptow to the Adlergestell to the south-east mainline was expanded. The tram was removed from the affected streets in sections and passengers were referred to the S-Bahn . On December 12, 1967, the tram disappeared from Stralauer Allee, and on July 1, 1969, Mühlenstrasse followed to the Ostbahnhof (formerly: Schlesischer Bahnhof). Line 92 ran to Oberspree and through Baumschulenstrasse for the last time on March 31, 1971. The line closed between Schöneweide station and Treptow on July 14, 1973. The short section in Wilhelminenhofstrasse to the Nalepastrasse depot has not been open since August 15, 1992 more regularly served.

The route through Treskowallee, on the other hand, became an important north-south trunk line in the tram network due to its extension along Rhinstrasse in the direction of Hohenschönhausen as part of the Tatra program . Together with the route through the street An der Wuhlheide, it forms the only connection from the city center to Köpenick.

Freight railway

Locomotive L12 of the industrial railway in the Oldtimer Museum Rügen , 2012

In the years 1890/1891 the Grundrenten-Gesellschaft set up an industrial line from the Niederschöneweide-Johannisthal station over the Spree bridge to Oberschöneweide, where there were several connections to the industrial companies there. In 1899 a connection was made from Königsplatz via Edisonstrasse and Rummelsburger Strasse to the Rummelsburg depot . Up until 1901, oxen and horses were used for transport, which is why the railway was also known as the "bull railway". The sharp increase in freight traffic prompted the Grundrenten-Gesellschaft to electrify the railway, which was granted permission on August 3, 1900 by the district president of the Potsdam administrative district . On August 1, 1901, the Berlin Ostbahnen acquired the industrial line and four days later began electrical operation with two locomotives. The vehicles were serviced together with the tram from Niederschöneweide to Cöpenick in a shared depot. In the course of the Spree crossing, both railways used a common track before the tram only ran over the Treskow Bridge from 1907.

The railway remained with the Ostbahnen and their successors until 1969. When Kombinat formation of the Berlin public transport industry train went over to the VEB Autotrans Berlin. Ten years later, the original line to Rummelsburg was shut down and a new line went into operation away from the main roads. Traffic across the Spree to Niederschöneweide was given up after the end of the war.

Until the political change, the railway was an important part of supplying the industrial companies in Oberschöneweides. When most of the local plants were closed after 1990 and traffic was shifted to the road, traffic ceased on November 10, 1995. Until March 1997, individual journeys were still made with a road- rail vehicle.

trolleybus

Car 200 of the Gleislose Bahn Niederschöneweide – Johannisthal, around 1905

In December 1904, the AEG set up a trolleybus line based on the Stoll system between the Niederschöneweide-Johannisthal train station and the Johannisthal village center . The traction current for the two vehicles was fed from the network of the Ostbahnen, which carried out the operation. The car took about eight minutes to cover the 1.5-kilometer route. Since the traction motors were too small for winter operation, operations had to be stopped after three months in February 1905.

Works traffic

Between 1901/1902 and 1904 between the Niederschöneweide-Johannisthal train station and Ostend, at the eastern end of Wilhelminenhofstraße, there was a company traffic from AEG and Accumulatoren Fabrik Aktiengesellschaft (AFA) on the tracks of the Berliner Ostbahnen . The AFA railcar 7 and the AEG trailer 1 were used. The train ran at the shift change of the companies.

Use was free of charge for members of the plant; use by third parties was prohibited. After 1904, the AEG sidecar became part of the Ostbahnen stock, nothing is known about the whereabouts of the AFA railcar.

business

Rates

Development of tariffs 1918–1920
date Single
trip 		Collectible
card 		Number
Rides
July 1, 1918 0.15 marks 0.80 marks 6th
January 20, 1919 0.20 marks 1.10 marks 6th
September 1, 1919 0.25 marks 1.25 marks 6th
January 1, 1920 0.30 marks 2.00 marks 7th
April 1, 1920 0.50 marks 3.00 marks 6th
May 21, 1920 0.70 marks 5.00 marks 8th

Separate tariffs initially applied to both tram subnets, which were merged in 1909.

For the first line, the Berliner Ostbahnen charged a fare of 10 pfennigs for the entire route. In addition, monthly tickets were issued at a price of 4.50 marks, monthly school tickets for 3 marks and weekly work tickets for 60 pfennigs. The latter were only valid on weekdays and not between 8 a.m. and 5 p.m.

For the line running from Niederschöneweide, a fare of 20 pfennigs was charged because of the longer route, but there were sections at a price of 10 pfennigs. From 11:30 p.m. until the end of operations, a separate night-time tariff was charged; the prices here were 30 pfennigs for the entire route and 15 pfennigs for the partial routes. Until 1908, monthly tickets for the sub-network cost 5 marks for the entire route or 3 marks for the partial routes, student monthly tickets cost 3 marks and 2 marks, respectively, and weekly worker tickets were available for 1 mark or 60 pfennigs.

With the merger, the fare for a trip from the Silesian train station to Cöpenick was set at 25 pfennigs. Sections of the route cost 10 pfennigs or 15 pfennigs. From 1914, 20 Pfennig partial-distance tickets were issued. Individual sections of the route entitle you to change trains at Königsplatz and at the Niederschöneweide-Johannisthal and Baumschulenweg train stations.

In the course of 1918, the Greater Berlin Association , which had dealt with traffic issues in Berlin and the Niederbarnim and Teltow districts since 1912 , signed new approval agreements with the Berlin tram companies. The key points were the association's defined purchase rights and the introduction of the 12.5-pfennig standard tariff on the networks of the respective operators. In view of the less favorable economic situation of the Eastern Railways, the contract concluded here provided for a slightly higher tariff. The price for a single journey was 15 pfennigs, but instead of double tickets at 25 pfennigs, the Berlin Ostbahnen were allowed to issue trading cards for six journeys at 80 pfennigs (single journey = 13.3 pfennigs). The price for a transfer ticket was now 20 pfennigs. The season tickets were also preserved.

After the end of the war, the fare was increased at shorter intervals due to inflation and the number of trips on a collective card was adjusted accordingly. After May 1, 1920, the Berlin standard tariff was largely in effect on the lines of the Eastern Railways. For the transition from and to line III, as with the railways in Cöpenick or Heiligensee , separate transfer tickets were required. The amount of the fare on the line itself is not known for this period.

Fleet

Railcar 30, around 1905

From 1899 on, the Berlin Ostbahnen initially owned 14 multiple units and 17 trailer cars, which were called "tunnel cars" because of the restricted clearance profile in the Spree tunnel. By 1914 the number was increased to 46 railcars and 52 sidecars. There were also five locomotives and a general cargo railcar on the industrial railway. The railcars were numbered with one and two digits, the sidecars were given numbers in the 100 range, the vehicles of the industrial railway those in the 200 range.

In 1912, a depot fire in Stralau destroyed five railcars from the first delivery series. The remaining railcars of the series were grouped under the numbers 1 to 9, while the railcars 26 to 30 received the numbers 10 II to 14 II . The railcars with the old numbers 31-36 were given a car number five lower (26-31). In the same year, the Berlin Ostbahnen bought ten railcars to replace the destroyed vehicles. From 1914, vehicles with a larger profile were used for the first time.

Between 1916 and 1919, railcars 13-21 and 23 were converted to sidecars, the numbers were retained. At the same time in 1919 the trailer cars 148–152 were converted into railcars. The five remaining sidecars of this series delivered in 1914 were also converted into railcars in 1924. From 1934 these wagons were designated as TF 14/24 S according to the BVG type code . At that time they were the only Ostbahn vehicles still used in passenger traffic. The preserved tunnel cars from the year of construction 1912 were used in the work car park at that time, primarily as tower cars .

After the end of the Second World War, in addition to various work vehicles and the locomotives of the industrial railway, there were also 13 type TF 14/24 S railcars in the inventory. After the administrative separation of the BVG, three of these vehicles came to BVG-West, where they were retired in 1950. Of the remaining ten railcars operated by BVG-Ost, five vehicles went to the Karl-Marx-Stadt tram as sidecars in 1957 and continued there until 1969. Three more railcars came to the Strausberger Eisenbahn in 1959 and were scrapped there without being used. The other two railcars were retired in Berlin that same year.

In 1950, BVG-West removed the traction motors in three of the tower cars that were preserved after 1949, and the vehicles were given the designation of contact line inspection vehicles. Car F3 (ex BO 36) was in use until tram traffic was discontinued in West Berlin and then ended up in the BVG local transport collection in the Britz depot . Since the collection was dissolved in 1993, the vehicle has been in the care of the Berlin Heritage Association . From the outside, it should be reset to the delivery state.

Vehicle overview
Construction year Manufacturer from 1912 from 1920 Whereabouts
1899 van der Zypen & Charlier / AEG 1-9 4085-4093 until 1912 Tw 1-14;
1925 conversion of Tw 4085 + 4086 to Bw 1475 II +1476 II , 1927 to Bw 1854 II II + 1855 II , retired in 1929;
1925 Conversion of Tw 4087–4093 to Bw 1856–1862, retired in 1932
1902 van der Zypen & Charlier / AEG 10-25 1423-1432;
4094-4099 		until 1912 Tw 15-30;
1916–1919 conversion of Tw 13–21 + 23 to Bw (from 1920: 1423–1432), retired in 1929;
1924 conversion of Tw 4099 (ex 25) to auxiliary equipment car H20, whereabouts unknown;
1925 Conversion of Tw 4094–4098 (ex 10–12, 22, 24) to Bw 1863 II –1867 II , retired in 1929
1910 North wagon / AEG 26-31 4100-4105 until 1912 Tw 31–36, retired in 1933
1912 Nordwaggon or van der Zypen & Charlier or Herbrand / AEG 32-41 4106-4115 1929 conversion to work car:
4106 or 4108 = A259, retired around 1933; 4109 = T26
4110 = T10 = F3 (1950), retired in 1967, preserved as historical vehicles;
4111 = A282 = T16 = F2 (1950), retired in 1965
4112 = T24; 4113 = T10 = F1 (1950), retired in 1958; 4114 = A292, retired before 1950;
remaining whereabouts unknown
1914 van der Zypen & Charlier / AEG 42-46 4116-4120 No. 4116–4118 to BVG-West after 1949, retired in 1950;
No. 4119 (ex 45) 1957 to Karl-Marx-Stadt (Bw 633), retired in 1969;
No. 4120 (ex 46) 1959 to Strausberg (retired without use)
1899 van der Zypen & Charlier 101-117 1433-1449 Retired in 1929
1909 van der Zypen & Charlier 118-124 1450-1456 Retired in 1930
1910 van der Zypen & Charlier 125-132 1457-1464 Retired in 1930
1912 van der Zypen & Charlier 133-140 1465-1472 1927 Bw 1471 + 1472 in Bw 1448 II +1449 II , retired in 1932;
the rest of them retired in 1927
1887 141 1473 ex AEG Bw 1;
Taken over in 1904, retired in 1927
1888 142 1474 ex BDK Bw 6; Taken over in 1904, retired in 1927
1914 van der Zypen & Charlier 143-147 1475-1479 1924 conversion to No. 4126 II –4130 II ;
4128 II +4130 II war loss; remaining in 1949 to BVG-Ost, 1957 to Karl-Marx-Stadt (Bw 635–637), retired in 1969
1914 van der Zypen & Charlier 148-152 4121-4125 1919 conversion in Tw (el. Equipment AEG), 1949 to BVG-Ost;
No. 4121 (ex 148) 1957 to Karl-Marx-Stadt (Bw 634), retired in 1969;
Tw 4124 + 4125 (ex 151 + 152) 1959 to Strausberg (retired without use);
others retired in 1959
1901 AEG 200 General cargo wagons;
Retired in 1912
1901 AEG 201 L14 segregated after 1952
1901 AEG 202 L15 Shut down in 1979; Scrapped in 1982
1907
1916 		AEG 203-205 L12, L13, L16 shut down until 1991

Depots

As a result of the network separation that existed until 1908, the Berlin Ostbahnen had two depots in Stralau and Niederschöneweide. The courtyards were opened together with the first routes in 1899 and 1901, respectively.

Tunnel road

The administration building with extension from 2001, 2008

The first depot of the Berliner Ostbahnen was not far from the northern tunnel entrance at Tunnelstrasse 12 in Stralau. The access track initially ran next to the tunnel ramp and then swung onto the property next to the Stralau churchyard. The Spree tunnel was immediately below. There were two halls, one in brick with four tracks and a wooden hall with two tracks in the rear part of the property, as well as a two-storey service building on the street side. The latter housed the administration of the Berlin Eastern Railways from 1902 to 1906. Since the space was very tight, the individual wagons were distributed over the respective hall tracks via a transfer platform. The wooden hall, in which mostly sidecars were parked, was offset to the street, so that the stage was in the middle.

A fire in 1912 destroyed five series 1-14 railcars stationed in the courtyard. It is not known whether the woodshed and the sidecar in it were affected by the fire.

After 1920 the Berlin tram ran the depot as a branch of the Treptow depot under the number XXa. It was probably used as a parking space for discarded cars and was closed shortly afterwards. In the 1930s, a local rowing club used the halls directly adjacent to the Spree. With the exception of the service building, the buildings were destroyed in the Second World War. A youth meeting place has been located in the listed administration building since a renovation in 2001.

Nalepastrasse

Depot Nalepastrasse, 1991
Depot Nalepastrasse, 2008

The second courtyard opened in 1901 in Alteneckstraße (from 1904: Nalepastraße ) was used not only for tram traffic but also for maintaining the locomotives of the industrial railway. It comprises two car halls with eight tracks and a five-track open-air parking facility. In the 1970s, a new depot was planned to be built in Wuhlheide. The Nalepastraße and Köpenick farms would then have been closed. Since the main focus of the route network shifted to these districts due to the construction of the large housing estates in Marzahn, Hohenschönhausen and Hellersdorf, the plans were not implemented. Until 1995 the yard served as a freight railway depot, and until 2004 as a tram depot. Since then it has been used as a depot for discarded vehicles. A reactivation takes place temporarily if the Köpenick depot cannot be served.

literature

  • Trolleybus Niederschöneweide – Johannisthal . In: Berliner Verkehrsblätter . Issue 12, 1959.
  • Peter Bock et al .: The bulls from Oberschöneweide. An industrial railway in the southeast of Berlin . In: Verkehrsgeschichtliche Blätter . Issues 4, 5, 2003.
  • Wolfgang Kramer, Siegfried Münzinger: The company for the construction of underground railways GmbH - Berliner Ostbahnen . In: Berliner Verkehrsblätter . Issues 5–12, 1962.
  • Tristan Micke: Knüppelbahn and air raid shelter. Memories of the former Treptow-Stralau tram tunnel . In: Verkehrsgeschichtliche Blätter . Issue 6, 1999.
  • Wilfried Seydel: The tram tunnel between Stralau and Treptow . In: Verkehrsgeschichtliche Blätter . Issue 1, 1981.

Web links

Commons : Berliner Ostbahnen  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d e f Wilfried Seydel: The tram tunnel between Stralau and Treptow . In: Verkehrsgeschichtliche Blätter . Issue 1, 1981, pp. 9-15 .
  2. ↑ a b c d e f Wolfgang Kramer, Siegfried Münzinger: The company for the construction of underground railways GmbH - Berliner Ostbahnen . In: Berliner Verkehrsblätter . Volume 5, 1962, pp. 36-38 .
  3. ↑ a b Tristan Micke: Knüppelbahn and air raid shelter . In: Verkehrsgeschichtliche Blätter . Volume 6, 1999, pp. 156-157 .
  4. ↑ a b c d e Wolfgang Kramer, Siegfried Münzinger: The company for the construction of underground railways GmbH - Berliner Ostbahnen . In: Berliner Verkehrsblätter . Issue 7, 1962, pp. 55-56 .
  5. ↑ a b c d e f g h i j Peter Bock, Wolfgang Dath, Ivo Köhler, Andreas Lebioda: The bulls of Oberschöneweide. An industrial railway in the southeast of Berlin . In: Verkehrsgeschichtliche Blätter . Volume 4, 2003, pp. 86-99 .
  6. ↑ a b c d e f Wolfgang Kramer, Siegfried Münzinger: The company for the construction of underground railways GmbH - Berliner Ostbahnen . In: Berliner Verkehrsblätter . Issue 8, 1962, pp. 63-65 .
  7. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 152-158 .
  8. ^ Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 127-133 .
  9. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902 - 1945. 54th episode . In: Berliner Verkehrsblätter . Issue 11, 1968, pp. 167-168 .
  10. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902 - 1945. 55th episode . In: Berliner Verkehrsblätter . Issue 12, 1968, pp. 186-188 .
  11. ^ A b Karl-Heinz Schreck: The tram of the community Heiligensee . In: Berliner Verkehrsblätter . Volume 6, 1988, pp. 123-135 .
  12. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 59th episode . In: Berliner Verkehrsblätter . Volume 4, 1969, pp. 69-71 .
  13. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 57-61 .
  14. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 62-75 .
  15. ↑ a b c Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin public transport. (BVG-Ost / BVB) 1949–1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 85-125 .
  16. ↑ a b c Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin public transport. (BVG-Ost / BVB) 1949–1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 15-21 .
  17. ↑ a b c Peter Bock, Wolfgang Dath, Ivo Köhler, Andreas Lebioda: The bulls of Oberschöneweide. An industrial railway in the southeast of Berlin . In: Verkehrsgeschichtliche Blätter . Volume 5, 2003, pp. 131-137 .
  18. ↑ Trolleybus Niederschöneweide – Johannisthal . In: Berliner Verkehrsblätter . Issue 12, 1959, pp. 59 .
  19. ↑ a b c d e f Wolfgang Kramer, Siegfried Münzinger: The company for the construction of underground railways GmbH - Berliner Ostbahnen . In: Berliner Verkehrsblätter . Issue 11, 1962, pp. 94-95 .
  20. ↑ Heinz Jung: 50 years ago: creation of the “Berlin tram” . In: Berliner Verkehrsblätter . Issue 12, 1970, pp. 241-246 .
  21. ^ A b c Wolfgang Kramer, Siegfried Münzinger: The company for the construction of underground railways GmbH - Berliner Ostbahnen . In: Berliner Verkehrsblätter . Volume 10, 1962, pp. 80-81 .
  22. ↑ a b c d Railcar 36 of the Berlin Eastern Railways. Historic Transport Preservation Society Berlin e. V., January 5, 2010, accessed January 18, 2014 .
  23. ↑ a b c d Author collective: Tram archive 3rd room Leipzig - Plauen - Karl-Marx-Stadt . transpress VEB Verlag for Transport, Berlin 1984, p. 77 .
  24. ↑ Tram profile. Episode 17 . In: Berliner Verkehrsblätter . Issue 7, 1976, pp. 141-142 .
  25. ↑ a b c The work cars of the Berlin tram from 1920 . In: Berliner Verkehrsblätter . Volume 6, 1967, pp. 78-113 .
  26. ^ 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. 134-135 .
  27. ↑ Wolfgang Kramer, Siegfried Münzinger: The fleet of the Berlin tram 1921-1970 . In: Berliner Verkehrsblätter . Issue 11, 1971, pp. 195-215 .
  28. ↑ The fleet of the “Berliner Straßenbahn” . In: Berliner Verkehrsblätter . Issue 11, 1968, pp. 152-162 .
  29. ↑ a b c Heinz Kozminski: Stralau, Tunnelstrasse 12 . In: Berliner Verkehrsblätter . Issue 1, 1981, pp. 7-9 .
  30. ↑ Entry in the Berlin State Monument List with further information
  31. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin public transport. (BVG-Ost / BVB) 1949–1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 80-83 .
This article was added to the list of articles worth reading on June 6, 2011 in this version .