Friedrichshagen tram
The Friedrichshagener tram was an independent tram company in the rural community of Friedrichshagen . The initially private company operated a meter-gauge line 1.3 kilometers in length from 1891 . In 1894, the municipality of Friedrichshagen took over the railway, which became the first municipal tram within today's borders of Berlin . The railway was a horse-drawn tram , during the first three years steam locomotives pulled the wagons in the summer months . In 1895 the line to the Friedrichshagen waterworks was extended. After 15 years, the Cöpenick municipal tram (SSC) took over operations in 1906 , converted the line to standard gauge and electrified it. With the Greater Berlin Act , Friedrichshagen was incorporated into Berlin and the SSC was taken over by the Berlin tram . The route is now served by line 60 of the Berlin tram , supplemented by line 61.
history
Early years
Friedrichshagen was connected to the Prussian railway network with a stop on the Lower Silesian-Märkische Bahn since October 23, 1842 . In the second half of the 19th century, the place on the Great Müggelsee developed into a popular place to live and go on excursions. At that time there was already a horse-drawn bus route between Friedrichshagen station and Lake Müggelsee operated by the hauliers Gustav and Carl Hinz with Kremsern .
In 1891 the Halle entrepreneur Georg von Kreyfeld founded the Friedrichshagener Straßenbahn von Kreyfeld & Co. company , the construction of which began in April of the same year. The train ran from the train station in the north through Friedrichstrasse to the final stop at Bellevue . The restaurant of the same name was not far from it on the banks of the Great Müggelsee. The total length of the meter- gauge line was about 1.3 kilometers, the construction costs were put at 70,000 marks. The tram was officially opened on May 15, and regular operations began on May 19.
| revenue | 14,565 marks |
|---|---|
| expenditure | 11,422 marks |
| Profit | 3,143 marks |
Since mainly day trippers used the train, the trains ran after the suburban trains to and from Berlin, just as they did in Cöpenick . As a special feature, the train operated as a steam tram in the summer months, while horses were used in the cold season. Steam operation was abandoned after three years in July 1894 after repeated accidents occurred according to the Vossische Zeitung .
In the autumn of 1894 the company was bought by the rural community of Friedrichshagen. A few months later, on January 1, 1895, the line was extended through Seestrasse to the Friedrichshagen waterworks. The total length of the route increased to 2.35 kilometers, the journey time was around 16 minutes. At the end of 1896, the community suggested leasing the railway. However, since there was no interested party for the project, it was postponed indefinitely. Friedrichshagen was the first municipality within today's borders of Berlin to operate its own tram.
Connection to Cöpenick
In 1906, the Cöpenick municipal tram acquired the tram from the municipality. Since the Cöpenick tram was electrified and ran on standard gauge, a connection between the two networks required the conversion of the Friedrichshagen tram. In December, the reconstruction of the route and the construction of two new access routes were completed. The southern one led along Seestrasse, the northern one from the train station along Cöpenicker Strasse (today Fürstenwalder Damm ). Both routes united at the Hirschgarten triangle and from there continued to Cöpenicker Bahnhofstrasse . On December 22, 1906, operations began on the routes. The former Friedrichshagener Bahn continued to operate as line 4 of the SSC. There were also lines 6 and 7, which ran in opposite directions as a loop line over the access routes and Friedrichstrasse to the Spindlersfeld train station and the Cöpenick depot . In addition, there was a short-term deployment line 5 from Cöpenick station to Friedrichshagen station.
As early as 1907, line 5 was closed again due to the parallel traffic to the suburban railway; the other lines operated unchanged until 1921. While line 4 only had to turn at its endpoints, the other lines within Friedrichshagen were looped. The 5 and 7 ran from Hirschgarten via Seestraße and Friedrichstraße to Friedrichshagen train station and then back again via Cöpenicker Straße, the 6 took the reverse route in a clockwise direction. Friedrichstrasse as the main street in Friedrichshagen was thus served by all lines.
For the operation of the routes within Friedrichshagen, the SSC had to pay an annual fee of 2000 marks to the community. In 1912 the amount was increased to 3,000 marks.
During the First World War , there were initially only minor restrictions in operation. Since a large part of the staff took up military service, conductors were also used. At the end of the war, the SSC was repeatedly pressed to further restrictions due to the continuing shortage of coal and personnel. Between January 16 and 19, 1918, the tram traffic within Friedrichshagen and to Cöpenick ceased due to the weather. Line 4 remained closed until February 6, 1918 due to coal generation.
Part of the Berlin tram
On October 1, 1920, the law on the formation of the community of Greater Berlin came into force. Cöpenick, Friedrichshagen and other communities in the area were incorporated into Berlin and formed the district of Cöpenick there . The SSC merged with the newly created Berlin tram in December of the same year .
With the takeover of SSC by the Berlin tram, lines 6 and 7 were combined with two other lines in 1921 to form line 184 (from December 1922 as line 84), line 4 initially continued to operate unchanged as line 85. The Hirschgarten route was only served in a clockwise direction via Cöpenicker Strasse, Friedrichstrasse and Seestrasse. In 1923 the 84 took over the branch to the waterworks.
The post-war aftermath, particularly hyperinflation, drove Berlin's municipal trams to ruin. On September 9, 1923 all tram traffic in Berlin was idle for one day. One day later, the Berlin tram operating company started operating as a private company on 32 of the former 85 lines. The 84 from Altglienicke was withdrawn to Friedrichshagen station and remained the only line in the district for the next two years. In 1925 line 187 was added between Berlin's Friedrichstadt and Friedrichshagen station.
On December 11, 1928, line 84 in Altglienicke was extended to street Am Falkenberg, and the branch to the Friedrichshagen waterworks was served again. On July 17, 1929, the extension of line 187 from Friedrichshagen station via Fürstenwalder Damm to the outskirts of Rahnsdorf went into operation. A connection with the Woltersdorf tram , which runs a kilometer away, was not established. Further plans envisaged the extension of line 84 in the course of the Müggelseedamm also to Rahnsdorf and the continuation of both routes in the direction of Erkner . From 1941, the 187 continued to operate as line 87. Lines 84 and 87 (from 1973 as line 25) ran in this form, apart from short-term exceptions, until 1993 to the waterworks (84) and to Rahnsdorf (87/25). The opposite endpoints changed several times. On May 23, 1993, the reorganization of the tram network led to the renaming of the 84 to the 60 and the 25 to the 61. Since December 2004 these have been running to a common end point at the Adlershof S-Bahn station , but the route in Friedrichshagen remained unchanged.
present
| line | from | over | to | length |
|---|---|---|---|---|
|
Johannisthal, Haeckelstr. | Fürstenwalder Damm - Bölschestraße - Müggelseedamm | Friedrichshagen, old waterworks | 14.1 km |
|
Adlershof, Karl-Ziegler-Str. | Müggelseedamm - Bölschestraße - Fürstenwalder Damm | Rahnsdorf, Waldschänke | 13.6 km |
Since the two outer branches to the waterworks and Rahnsdorf are only used to a limited extent, there were repeated considerations for closure in the 2000s. Since the timetable change in December 2004, there has been a thinning of the offer due to the discontinuation of line 61 after 8 p.m. If these sections had been closed, the route would have been similar to that used until 1921, with lines 60 and 61 running in opposite directions through Bölschestrasse. The decommissioning plans were provisionally withdrawn in 2008.
Infrastructure
route
The train ran from the station through the 1.1 kilometer long Friedrichstraße (today: Bölschestraße ) to the corner of Seestraße (today: Müggelseedamm ) and then turned left into it. The final stop was approximately at the intersection of Seestrasse and Mühlenweg (today: Josef-Nawrocki-Strasse). The railway to the waterworks, which went into operation in 1895, continued along Seestrasse to Walderseestrasse, where the coupling point was located. In 1977 this terminal was provided with a double-track turning loop .
The railway was initially single-track with an evasion . In 1895 the line within Friedrichstrasse was expanded to two tracks, but the continuation to the waterworks is still a single track with a siding at the Bruno-Wille-Strasse stop.
depot
The custodian of Friedrichshagener tram was in the lake road following the final stop Bellevue. It was closed when the SSC took over and continued to use it as a syringe house . In 1981 the building was torn down; track remnants from the times of the horse-drawn tram were found.
However, other locations are also specified for the depot, on the one hand Friedrichstrasse and on the other hand Mühlenweg. The latter object is also listed as a monument in the Berlin State Monument List.
Vehicle use
| Car number / name |
Construction year | Retirement | Remarks |
|---|---|---|---|
| 1-3 | 1880 | 1906 | Single horse |
| 4-6 | 1880 | 1906 | Summer car |
| 7th | 1898 | 1925 | Metropol, 1906 to Cöpenick Bw 40, 1920 to Berlin Bw 1569 |
|
Helene Auguste Georg |
1891 | 1924 | Steam locomotives, 1894 to Crefeld locomotive 11–13, 1902/04 to the Netherlands |
The railway had three steam locomotives and six wagons, no information is available about the horses used.
The locomotives named Helene , Auguste and Georg were only used in the summer months and were built by Hohenzollern AG in Düsseldorf-Grafenberg in 1891 with the factory numbers 635, 636 and 639. After the switch to pure horse-drawn tram operation, they were sold to the Crefeld-Uerdinger Localbahn , where they continued to run under numbers 11 to 13. In 1902/04 they were transferred from there to the Dutch Maatschappij tot Exploitatie van Tramwegen and in 1915 to the Noord-Zuid-Hollandsche Tramweg-Maatschappij . In 1924 it was scrapped.
The passenger cars consisted of three used single- horse vehicles from the Great Berlin Horse Railway , built in 1880, and three open single-horse summer cars . The closed wagons offered 14 seats on two side-by-side benches, the summer wagons had 28 transversely arranged seats. The vehicles were painted dark green. In 1898 the vehicle fleet was expanded to include a two-horse Metropol car ; it was the only one to be taken over by the Cöpenicker tram, where it was given car number 40. It was retired in 1925.
After the SSC wagons were used from 1906 onwards, the car park in Cöpenick was supplemented by railcars of the former Heiligenseer tram and sidecars of the former Berlin electric trams with the connection to Berlin .
The mainly consisting of old vehicles fleet was in the 1960s gradually by Großraumwagen the wagon factory Gotha and Rekowagen the state railway station Schöneweide replaced. Along with the modernization of the vehicle fleet, reversing loops were built for these one-way vehicles. Since the 84 only got a loop in 1977 at the waterworks and in 1980 at the Altglienicker end, only old vehicles ran on the line until 1969. They were then replaced by two-way Reko cars. The Rekowagen continued to dominate the scene even after 1980. From the beginning of the 1990s they were replaced by the T6A2D type from the Czech manufacturer ČKD Tatra . This was followed by use on lines 60 and 61 with Tatra cars of the type KT4D , now with low-floor vehicles of the type GT6U .
Tariff
The one-way trip initially cost ten pfennigs when the company opened. In the autumn of 1891 the operator intended to introduce family subscriptions, 40 trips for the price of three marks. However, it is not known whether these trading cards were issued.
With the opening of the railway to the waterworks, the fare for the entire route was increased to 15 pfennigs and sections of the route were introduced at a price of ten pfennigs each. The sections ran from the Friedrichshagen train station to the intersection of Seestraße and Kaiserstraße and from the intersection of Seestraße and Friedrichstraße to the waterworks.
The merger with Cöpenick brought another change in tariffs in December 1906. A fare of 15 pfennigs (children 10 pfennigs) had to be paid for trips between the two communities. Trips within a community cost 10 pfennigs (children 5 pfennigs). With the beginning of the First World War, a 10-Pfennig standard tariff was then probably introduced in Cöpenick. From 1918, inflation-related increases in fares occurred several times before they were replaced by the Berlin standard tariff.
literature
- Berlin Heritage Preservation Association V. (Ed.): Tram history (s). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 .
- Werner Bach: The history of the Friedrichshagen tram . In: Verkehrsgeschichtliche Blätter . Issue 1, 1974.
- Arne Hengsbach, Wolfgang Kramer: The Friedrichshagen tram . In: Berliner Verkehrsblätter . Issue 11, 1967.
- Uwe Kerl, Wolfgang Kramer: 100 years of electricity thanks to Cöpenick. The history of the Cöpenick tram . In: Berliner Verkehrsblätter . Issues 8, 9, 2003, pp. 147 ff., 169 ff .
Web links
Individual evidence
- ↑ a b c d e f g h i Denkmalpflege-Verein Nahverkehr Berlin e. V. (Ed.): Tram history (s). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 17-19 .
- ↑ a b c d e f g h i j k l m n o p q Arne Hengsbach, Wolfgang Kramer: The Friedrichshagener tram . In: Berliner Verkehrsblätter . Issue 11, 1967, p. 175-179 .
- ↑ a b Monument Preservation Association for Nahverkehr Berlin e. V. (Ed.): Tram history (s). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 26-27 .
- ↑ a b c d e f Monument Preservation Association for Nahverkehr Berlin e. V. (Ed.): Tram history (s). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 73-79 .
- ↑ a b c Uwe Kerl, Wolfgang Kramer: 100 years of electricity through Cöpenick. The history of the Cöpenick tram. Part 1 . In: Berliner Verkehrsblätter . Issue 8, 2003, pp. 147-152 .
- ↑ a b c d e Uwe Kerl, Wolfgang Kramer: 100 years of electricity through Cöpenick. The history of the Cöpenick tram. Part 2 . In: Berliner Verkehrsblätter . Volume 9, 2003, pp. 169-172 .
- ^ Monument Preservation Association for Nahverkehr Berlin e. V. (Ed.): Tram history (s). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 40-41 .
- ↑ Peter Neumann: How much tram does Berlin need? In: Berliner Zeitung . October 4, 2004 ( online ).
- ↑ Peter Neumann: Five stretches of the tram are threatened . In: Berliner Zeitung . April 13, 2006 ( online ).
- ↑ Peter Neumann: The tram no longer runs in the evening . In: Berliner Zeitung . July 8, 2004 ( online ).
- ^ Monument Preservation Association for Nahverkehr Berlin e. V. (Ed.): Tram history (s). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 48-54 .
- ↑ a b Entry in the Berlin State Monument List
- ↑ a b Monument Preservation Association for Nahverkehr Berlin e. V. (Ed.): Tram history (s). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 55-60 .
