Electric tram Spandau – Nonnendamm

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Railcar 5 and sidecar 20 in front of the depot

The Electric Tramway Spandau – Nonnendamm GmbH (SpN) - colloquially known as the Nonnendammbahn - was a tram company that existed between 1909 and 1914 and emerged from a tram line established by Siemens & Halske in 1908 . Three months after its founding, the then independent city of Spandau acquired all of the shares in the railway, the management of which was taken over by the Spandau municipal tram in the following year . When the Nonnendammbahn was deleted from the commercial register in 1914, it was fully incorporated into the Spandau tram.

The line operated by the Nonnendammbahn between the old town of Spandau and Siemensstadt last used the line 55 of the Berlin tram , which the Berliner Verkehrsbetriebe closed on October 2, 1967 as the last tram line in West Berlin .

history

From 1897 Siemens & Halske began building a new factory site on Nonnendamm. At the same time, a residential colony for the Prussian military treasury to house the workers of the army canning factory was built in nearby Haselhorst . The city of Spandau was very interested in locating more businesses in the area in order to increase their tax revenue. In 1899, the Mayor of Spandau, Koeltze, had the idea of building a freight railway that would branch off from the Spandau military railway and develop the Nonnendamm. In the following year, the Spandau Senate commissioned a railway construction company with the preparatory work for a standard-gauge freight and tramway Spandau - Haselhorst - Nonnendamm - Charlottenburg. In the course of the negotiations, which lasted until 1902, several technical and legal questions could be resolved, but the financing of the 530,000 mark project remained open. From 1903 onwards, the city initially stopped pursuing the costly and initially unpromising project. From 1905, there was a connection between these quarters and local public transport via the Fürstenbrunn station on the Hamburger Bahn . It was still over a kilometer away from the factory.

From 1904 the Siemenswerke expanded beyond the administrative boundaries of the Spandau exclave Nonnendamm to the neighboring districts of Niederbarnim and Osthavelland . As a result, efforts were made by both the city of Spandau and the city of Charlottenburg to bring the area under his sovereignty. The residential city of Charlottenburg did not want the industrial facilities to expand any further, as it did not correspond to their urban planning ideas. The city of Spandau, on the other hand, endeavored to incorporate the area between the core city and the exclave, which it ultimately managed in 1908 and 1910. Along with the expansion of the factory premises, Siemens took up the plans of the city of Spandau again in 1904 and took the realization of freight and trams into their own hands. In 1906 a contract was signed with the military treasury for the construction of the freight railway, and in 1907 the company signed a contract with the city for the construction of the tram. This also regulates the handover to the city in 1909.

statistical data
Period Route length (
in km) 		bef. Pers. Income
(in marks)
October 1, 1908– March 31, 1909 1.39
April 1, 1909– March 31, 1910 3.23 0.061,060 051,817.00
April 1, 1910– March 31, 1911 3.23 0.867.765 069,182.00
April 1, 1911– March 31, 1912 3.23 1,094,511 104,426.00
April 1, 1912– March 31, 1913 4.39 1,745,568 154,986.00
April 1, 1913– March 31, 1914 4.19 1,865,657 169,759.00
April 1, 1914– September 30, 1914 4.19 1,968,776 084,269.00

The provincial government in Potsdam , issued on 24 February 1908, the company Siemens & Halske the concession to operate the tram Spandau - Nonnendamm. The construction of the Siemens freight railway initially had priority; it began operations on March 16, 1908. The construction of the tram took place mainly in the summer of 1908. After the opening date had to be postponed several times due to track construction work on the Berlin bridge, the tram started operating on September 30, 1908 from the intersection of Nonnendamm and Reisstrasse via Haselhorst to the intersection of Breite and Havelstrasse in Spandau. Two of four railcars were used , which ran on the single-track route every 30 minutes. Since the terminal in the old town of Spandau had no possibility of moving, no sidecars could be used for the time being . From October 27, 1908, the railway used a third railcar between Spandau and Haselhorst for workers' traffic to the army canning factory, and from the beginning of December the fourth railcar also ran in the evening hours.

In March 1909 a new depot was built at the corner of Nonnendamm at the corner of Grenzstraße; before that, the cars were housed in the Siemens railway hall on Rohrdamm. The construction was necessary because, on the one hand, the vehicle fleet was enlarged and, on the other hand, accommodation in the depot of the municipal tram would not have been possible for the time being, as it was already reaching its capacity limits. At Easter 1909, the train drove with a sidecar for the first time. For this purpose, a switch connection to the Spandau tram network had been established, which could be used as a temporary turning triangle . Since this type of operation was not sufficient, the trains ran through the block loop from Havelstrasse , Potsdamer Strasse , Markt and Breite Strasse from May 2, 1909 .

To hand over the tram to the city of Spandau, Siemens & Halske and Siemens-Schuckertwerke founded the Electric Tramway Spandau – Nonnendamm GmbH on March 23, 1909 . On October 1, 1909, the city of Spandau acquired their company shares in the amount of 300,000 marks at a price of 463,000 marks. The transfer of the concession to the city was on February 16, 1910. Only the tracks used exclusively for passenger traffic were transferred. The tracks of the Siemens freight railway in Nonnendamm and Black Way, which were also used by the tram, remained with Siemens. From April 1, 1910, the Spandau tram took over the management of the railway.

Tw 101 (ex Nonnendamm Tw 7) with two sidecars in Siemensstadt, between 1912 and 1918

As a result of the constant expansion of the Siemens works, demand on Nonnendamm also increased. In the morning and evening hours, the trains sometimes ran with three cars. The extension of the route by 800 meters through Reisstrasse and Rohrdamm to Fürstenbrunn station, which Siemens had already pursued, was opened on November 1, 1911. The route led over Reisstrasse and Rohrdamm to the train station on the Hamburger Bahn.

At the beginning of 1912 , a 700-meter-long branch line went into operation between the army canning factory and Gartenfeld , where Siemens built its cable factory. The route was only intended for workers' trains that ran at the start and end of operations. The city of Spandau subsidized the building with 250,000 marks. Siemens also participated in the construction of the line, as there was also a joint operation with the rail freight operator.

In 1913, despite the heavy commuter traffic to the Siemens works, line N was only third on the Spandau lines. While lines P to Pichelsdorf and H to Hakenfelde had 3.26 million and 2.55 million passengers, respectively, there were 1.865 million passengers on Nonnendamm. The two remaining lines B and J after the Spandauer Bock and Johannesstift followed at a short distance. Despite the extensions, the Nonnendammbahn remained in deficit throughout its existence. The income was comparatively low, as the railway between Spandau and Haselhorst ran through mostly undeveloped terrain and most of the passengers could use the worker cards that did not cover their costs. This was offset by the high operating expenses, which also included the interest and amortization of the investment capital of 780,000 marks. For the commuter traffic that concentrated on a few hours, additional cars had to be provided that were not used for the rest of the day. Last but not least, even after the city took over, the tram got its electricity from the company's own power station, which Siemens billed at 12 pfennigs per kilowatt hour . Between 1910 and 1913, the municipal tram led annually between 42,000 and 71,371 marks to the Nonnendammbahn to make up for its losses. In 1912 the additional income was not enough to cover the shortfall, which is why the city contributed a further 11,000 marks. It was not until 1914 that the situation appeared to have eased. Since the company was now fully affiliated with the Spandau Tram, there were considerations from 1911 to dissolve the company. The city council passed the resolution on April 3, 1914. On October 1, 1914, the Spandau – Nonnendamm GmbH electric tram was deleted from the commercial register.

On December 8, 1920, the Spandau municipal tram merged with the Great Berlin Tram , which shortly thereafter merged with the Berlin Tram (BSt). On April 21, 1921, the Spandau lines were fully integrated into the Berlin network. The routes remained in operation with partial interruptions until the 1960s. The Berliner Verkehrsbetriebe closed the connection to Gartenfeld on October 1, 1960, and the main line of the Nonnendammbahn was in operation until October 2, 1967 as a section of the last West Berlin tram line 55.

Route description

When it opened, the line was about 5.2 kilometers long and mostly single-track. It led from the intersection of Breite Strasse and Havelstrasse in Spandau's old town via Berliner Strasse and Berliner Chaussee , Gartenfelder Strasse , Schwarzer Weg and Nonnendamm to the corner of Reisstrasse , where there was a transfer point. On the Nonnendamm between Grenzstrasse and Reisstrasse, the line was double-tracked over a length of 1250 meters. The tracks were in the middle of the street or, if available, on the median. It was arranged to the side of the road in the Black Way. There were dodges on Berliner Chaussee and on Gartenfelder Strasse near Küsterstrasse .

In 1909 the connection to the Spandau tram network was established with the creation of a track connection. In Siemensstadt, the single-track line was extended over Reisstraße, the Siemens factory premises and the Rohrdamm to Fürstenbrunn station in 1911 ; the end point was north of the Spree .

With the construction of the connecting line to Jungfernheide, the terminal at Nonnendamm was expanded to a total of four tracks. The systems used by the Spandau tram and the freight railway were in the southern part of the central reservation, those used by the BCS and GBS to the north. Before the corner of Rohrdamm, two tracks led from the Nonnendammbahn to the connecting line.

By April 1923, Siemens had doubled the sections from Berliner Chaussee at the corner of Gartenfelder Strasse to Reisstrasse, including the branch line to Gartenfeld, at its own expense. The freight tracks were thus completely separated from the tram. The double terminus on Reisstraße was dismantled to a three-track installation system for the trams and a separate freight track for the connecting railway. The turning loop for the trains coming from Jungfernheide went into operation at the Grenzstraße depot. The arrangement was essentially retained until the tram was discontinued in 1967, after which the track systems were partially used by the freight railway. The remaining section between Gartenfelder Straße and the Berliner Brücke was expanded to double tracks by 1927.

business

Grenzstrasse car shed, 1912

Depot

The vehicles were initially housed in the railway hall in Rohrdamm, before a new depot was opened on May 1, 1909 at the corner of Nonnendamm and Grenzstraße. This Grenzstraße depot was expanded for the first time in 1912 and offered space for 18 cars on an area of ​​1380 square meters. In 1920, the Berlin tram took over the depot as a branch of the Pichelsdorfer Strasse depot under number 28a. In 1923 the hall was extended by 35 meters. In 1944 the halls were badly damaged as a result of the fighting. After a makeshift repair, the BVG temporarily parked wagons that had been destroyed in the war. In 1951 the remains of the building were removed and the site returned to Siemens.

vehicles

Sidecar 24 in the Falkenried factory, 1908
Interior shot of Spandauer Tw 101 (ex Nonnendamm Tw 7), between 1912 and 1918
No. 91 of the Spandau tram with the explosive wagon of the Nonnendammbahn, around 1916

The tram initially ordered six railcars and six sidecars. Only four railcars were available when operations opened, the remaining vehicles were delivered in early 1909. At Easter 1909, the railway started using sidecars as planned. In 1911, the railway ordered seven more powered rail vehicles and ten sidecars. The Spandau tram took over these cars in 1914 and included them in their numbering scheme. With the transition to the Berlin tram, the number was renumbered again.

The cars had open entry platforms and six or eight windows on each side. At the ends of the car and below the row of windows, the car number was written in the middle, underneath the words STRASSENBAHN SPANDAU - NONNENDAMM . Line signs were placed over the windows. Electricity was drawn from the overhead line using roller pantographs . Although Siemens preferred the hoop pantograph for its trams at that time , a transition to the Spandau tram, which also used roller pantographs, was planned from the start. The railcars offered 18 seats and 16 standing places, the sidecars 24 seats and 20 standing places.

The railcars were given the car numbers 4156 to 4168 after 1920. The Berlin trams decommissioned them until 1929.

The sidecars of the first delivery ran after 1920 under the numbers 1487 to 1492. In 1927 they were given closed platforms and the numbers 1471 to 1476. When the BVG was separated, cars 1471 and 1475 were transferred to BVG-West, which they retired by 1954. The cars 1472 to 1474 came to BVG-Ost. This rebuilt the car from the outside, whereby these received barrel roofs and partially a changed window arrangement. In 1969, BVG-Ost included the three cars in the reconstruction program . Car 1476 was taken out of service by the BVG before 1949.

The sidecars of the second delivery series were given the car numbers 1523 to 1532 after 1920. From 1923, cars 1526 to 1530 were used on line 120 from Spandau West station to Hennigsdorf . Like the other sidecars, they were given closed platforms in 1927. Car 1527 had already been taken out of service at this point. In contrast to the normal wagons, the wagons operating on the overland line had longer platforms and wider wheel tires for use on railway lines. They also received additional safety devices and lockable platform doors. After the renovation, the cars ran under the numbers 1477 to 1485. Cars 1478 and 1481 to 1484 remained with BVG (West) after 1949, where they were retired in 1954. Cars 1477 and 1485 remained in the eastern part of the city and in 1969 were also included in the reconstruction program. Before 1949, the G337 and G338 goods trolleys were installed on the underframes of the 1479 and 1480 wagons, and these became part of the BVG (East) portfolio.

The company had a blasting vehicle and another vehicle at its disposal.

Vehicle overview
Construction year Manufacturer Wagon number Whereabouts
from 1908 from 1914 from 1920 from 1927
1908/09 1-6 095-100 4156-4161 Retired in 1929
1911 07-13 101-107 4162-4168
1908 Falkenried 19-24 08 II -13 II 1487-1492 1471 II -1474 II
1475 III -1476 III 		Car retired from 1527 to 1927;
Carriages 1479 and 1480 in 1943 to G337 and G338;
Parts of cars 1472–1474, 1477 and 1485 included in the reconstruction program
1910/11 25-34 187-196 1523-1532 1477 II -1485 II
1909 199 Explosive vehicle
Work car

Timetable

The line initially ran with two railcars every half hour between Spandau and Nonnendamm, as it ran through largely undeveloped land and most of the Siemens employees came from Berlin and Charlottenburg. After 8 p.m., the sequence was extended to an hour and a shuttle car was used. From October 27, 1908, a third railcar commuted between Spandau and Haselhorst. Because of the limited possibilities of evasion, it usually drove immediately after one of the other two railcars and was accordingly sparsely occupied. From the beginning of November 1908, the half-hourly cycle was extended to 9:30 p.m.

Rising passenger numbers led to the introduction of the quarter-hourly service until around 9 p.m. in May 1909, after which the trains ran every half-hour. On May 2 or 3, 1909, the line was extended into Spandau's old town. After the city tram took over management, the Nonnendammbahn received the line signals N (for trains to Nonnendamm) and K (for trains to the army canning factory) in May 1910. Line K ran mainly on Sundays, as line N ran every half hour on these days and the second line kept the quarter-hourly service between Spandau and Haselhorst. From May 1st, the lines continued westwards to Spandau West train station on Seegefelder Straße . Line K was discontinued on October 1, 1913.

As a feeder for the cable works built in Gartenfeld , isolated trains ran during rush hour from January 8, 1912 as line G between Gartenfeld and Fürstenbrunn station. As a result of the commissioning of the tram route from the Ringbahnhof Jungfernheide to Nonnendamm by the Berlin-Charlottenburg tram in 1913, there was a competitive situation in Siemensstadt. The majority of the population living in Berlin and Charlottenburg used the suburban trains to Fürstenbrunn station and from there the Nonnendammbahn to Siemensstadt. After commissioning, most of the workers changed trains in Jungfernheide, as the cheaper city and ring railway tariff applied up to here, and took the Berlin-Charlottenburg tram line from there. The employees of the cable factory accepted a one-kilometer walk for the cheaper connection. At the beginning of the First World War, the Spandau tram stopped the less popular G line again. From June 9, 1914, there was a connection to Jungfernheide station . The route built by Siemens & Halske and Siemens-Schuckertwerke initially served the BCS shuttle line (line V), and later the 164 line of the Great Berlin Tram (GBS).

Line N was given line number 5 on June 29, 1917 as part of the number assignment of the Spandau tram. On January 21, 1918, it was extended along with a newly established amplifier line 8, which ran from Haselhorst, over the connecting line to Jungfernheide station; the line to Fürstenbrunn station went out of service on the same day.

Tariff

The fare was initially 10 pfennigs for the entire route. In addition, student cards were issued for 15 trips at a price of 1 mark. From May 1909, the railway also issued punched cards at a price of 1 mark, which gave entitlement to twelve journeys. From autumn 1909, the railway also issued weekly workers' tickets at a price of 60 pfennigs, these entitling them to two journeys per working day. The outward journey had to be made by 8 a.m., the return journey between 11 a.m. and 8 p.m. Their price was raised to 80 pfennigs in 1912 and to one mark in 1913. The issue was made to “local” workers who stuck invalid stamps and had an annual income of up to 2100 marks.

From August 15, 1909, there was an authorization to transfer to the Spandau tram lines in the direction of the Spandau main station; this process was not permitted in the opposite direction. Passengers who wanted to change trains had to inform the switchman at the market by showing their ticket. At the latest with the changeover from payment box to conductors on January 1, 1911, both railways formed one tariff unit.

Remarks

  1. ↑ since 1939: Carl-Schurz-Straße
  2. ↑ According to the partnership agreement in the Siemens archive
  3. ↑ no longer available, course corresponds to parts of Hertefeldstrasse
  4. ↑ since 1939: Am Juliusturm
  5. ↑ since 1929: Paulsternstrasse
  6. ↑ since 1914: Nonnendammallee
  7. ↑ abandoned in 1961
  8. ↑ since 1925: Siemensstadt-Fürstenbrunn
  9. ↑ initially referred to as line C.
  10. ↑ since 1998: Berlin-Spandau

literature

  • Henry Alex: A century of local traffic in Haselhorst . In: Verkehrsgeschichtliche Blätter . No. 2-5 , 2010.
  • Arne Hengsbach: Spandau traffic problems at the turn of the century. Origin and development of the tram . In: Association for the history of Berlin (ed.): The bear from Berlin . 1981.
  • Arne Hengsbach, Wolfgang Kramer: The trams in the Berlin area (12). Electric tram Spandau - Nonnendamm GmbH . In: Tram magazine . No. 48 , May 1983.
  • Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . No. 1, 2, 3, 4, 6, 7-8, 10, 11, 12 , 1961.
  • Hans Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 e. V. Berlin 2008, ISBN 978-3-938648-05-6 .

Web links

Commons : Electric Tram Spandau – Nonnendamm  - Collection of pictures, videos and audio files
  • Karl HP Bienek: Tram in Siemensstadt. In: The Siemensstadt - A Lexicon of Siemensstadt in Berlin. May 28, 2008, archived from the original on March 30, 2012 ; accessed on March 18, 2017 .

Individual evidence

  1. ^ Karl HP Bienek: Chronicle of the Siemens company and Siemensstadt. The story of two innovations. In: The Siemensstadt - A Lexicon of Siemensstadt in Berlin. July 19, 2008, archived from the original on December 2, 2013 ; accessed on March 18, 2017 .
  2. ^ Karl HP Bienek: Haselhorst. In: The Siemensstadt - A Lexicon of Siemensstadt in Berlin. May 22, 2003, archived from the original on October 5, 2013 ; accessed on March 18, 2017 .
  3. ↑ a b c d e f g h i j k l m n Arne Hengsbach, Wolfgang Kramer: The trams in the Berlin area (12). Electric tram Spandau - Nonnendamm GmbH . In: Tram magazine . No. 48 , May 1983, pp. 127-134 .
  4. ↑ a b c d e f Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 e. V. Berlin 2008, ISBN 978-3-938648-01-8 , pp. 70-79 .
  5. ^ Arne Hengsbach: Spandau traffic problems around the turn of the century. Origin and development of the tram . In: Association for the history of Berlin (ed.): The bear from Berlin . 1981, p. 71-74 .
  6. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 e. V. Berlin 2008, ISBN 978-3-938648-01-8 , pp. 100 .
  7. ↑ a b c d e Henry Alex: A century of local traffic in Haselhorst . In: Verkehrsgeschichtliche Blätter . No. 2 , 2010, p. 41-47 .
  8. ^ A b c d Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . No. 6 , 1961, pp. 37-39 .
  9. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 e. V. Berlin 2008, ISBN 978-3-938648-01-8 , pp. 80 .
  10. ↑ a b Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 e. V. Berlin 2008, ISBN 978-3-938648-01-8 , pp. 80-89 .
  11. ^ A b c Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . No. 7-8 , 1961, pp. 49-51 .
  12. ↑ Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . No. 10 , 1961, pp. 68-71 .
  13. ↑ a b c d Arne Hengsbach: The tram of Siemens & Halske AG and Siemens-Schuckert-Werke GmbH . In: Berliner Verkehrsblätter . No. 8 , 1986, pp. 176-178 .
  14. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 e. V. Berlin 2008, ISBN 978-3-938648-01-8 , pp. 109-110 .
  15. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 e. V. Berlin 2008, ISBN 978-3-938648-01-8 , pp. 110-118 .
  16. ^ Karl HP Bienek: Tram in Siemensstadt. In: The Siemensstadt - A Lexicon of Siemensstadt in Berlin. May 28, 2008, archived from the original on March 30, 2012 ; accessed on March 18, 2017 .
  17. ^ Siegfried Münzinger: The depots of the Berlin trams . In: Berliner Verkehrsblätter . No. 8 , 1969, p. 141-147 .
  18. ↑ Reinhard Schulz: Von der Rolle ... On the history of the overhead contact line and power collection systems in Berlin trams . In: Verkehrsgeschichtliche Blätter . No. 1 , 2003, p. 2-13 .
  19. ^ Author collective: Tram Archive 5. Berlin and the surrounding area . transpress, Berlin 1987, ISBN 3-344-00172-8 , pp. 202-273 .
  20. ^ A b Siegfried Münzinger: Tram profile. Episode 29 . In: Berliner Verkehrsblätter . No. 4 , 1978, p. 77 .
  21. ^ A b Siegfried Münzinger: Tram profile. Episode 34 . In: Berliner Verkehrsblätter . No. 11 , 1978, p. 213 .
  22. ↑ The work car of the Berlin tram from 1920 . In: Berliner Verkehrsblätter . No. 6 , 1967, p. 78-113 .
  23. ↑ Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . No. 12 , 1961, pp. 87-91 .
  24. ↑ Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . No. 10 , 1961, pp. 68-71 .
  25. ↑ Hans-Jürgen Kämpf: The tram in Spandau and around Spandau . Ed .: Heimatkundliche Vereinigung Spandau 1954 e. V. Berlin 2008, ISBN 978-3-938648-01-8 , pp. 91-98 .
  26. ↑ Heinz Jung, Wolfgang Kramer: Spandau and his tram . In: Berliner Verkehrsblätter . No. 11 , 1961, pp. 77-80 .