Trolleybus Berlin (1933-1965)

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Car 1002 on a stamp of the Deutsche Bundespost Berlin from 1973

The existing 1933-1965 trolleybus Berlin was the fourth in today's city of Berlin existing trolleybus system and the first modern of its kind in the city. It comprised two non-interconnected subnetworks in the Spandau and Steglitz districts , on which up to three lines ran. The responsible transport company was the Berliner Verkehrs-Gesellschaft , which operated under the name Berliner Verkehrs-Betriebe (BVG) from 1938 . After 1949 the administration of the BVG in West Berlin took over this task. The BVG and, from 1949, the BVG-West did not run the trolleybus as a separate part of the operation, but as part of the bus network , so the line designation and color of both modes of transport were identical.

history

Spandau network

In 1927, Allgemeine Berliner Omnibus AG (ABOAG) set up a suburban bus route from Hafenplatz in Spandau via Potsdamer Strasse (since 1939: Carl-Schurz-Strasse ), Klosterstrasse , Hamburger Strasse (since 1937: Brunsbütteler Damm ), Bahnhofstrasse (since 1931: Nennhauser Damm ), Delbrückstraße (since 1931: Torweg ) to the market square (since 1931: Am Heideberg and Heidebergplan ) in the garden city of Staaken . In January 1928 this line was assigned the number 31 and was included in the ABOAG city tariff. From May 1929 the line began on the market in Spandau, on September 2, 1929 - analogous to the other bus lines - it was preceded by an "A" to distinguish it from the tram lines. In 1930 the A31 line was used from the Ruhleben underground station , and from 1931 from the Spandau main station (today: Stresow).

In 1933 the BVG decided to introduce trolleybuses. In order to gain initial experience with the new means of transport, the company selected the A31 line for the changeover, as this ran both in urban and overland traffic and in some cases was quite complex overhead contact line systems. The Spandau depot was used to store the vehicles for the Berlin tram . The overhead line was two-lane, the contact wire cross-section was 80 square millimeters. The power supply in Spandau put the substation Spandau tram sure for the overland section of Staaken BVG built a new substation in New Staaken. As with the tram, the voltage was 550 volts direct current . A special feature was the operating line from Klosterstrasse to the Spandau depot. The trolleybus and tram shared the catenary on this section. The tram line served as a positive pole, a centrally stretched line as a negative pole. Encounters by trolleybuses were therefore not possible. In addition, the construction was designed for operation with roller and yoke pantographs .

Turnout hall from O&K on Brunsbütteler Damm , from 1949 as a carriage hall for the trolleybus, 2015

On Christmas Eve 1933, regular operation began on the line with three vehicles, the name of the line was not changed - regardless of the fact that it was no longer a bus line. The lines remained unchanged until the war-related termination on April 12, 1945. From the beginning of the war, there were several temporary changes to bus operation. In addition to the destruction of the Spandau wagon hall and four of the wagons located there, most of the catenary was lost. After the end of the war, the service was initially carried out by various private haulage companies on behalf of the BVG.

From 1949 the BVG began to rebuild the overhead line systems. Instead of the Carl-Schurz-Straße and the market , the route now went over the Stabholzgarten . From August 1, 1949, the line ran again with trolleybuses. As a replacement for the destroyed wagon hall, BVG rented a workshop from Orenstein & Koppel located on Brunsbütteler Damm .

After 1951, the western part of Staaken came under the administration of the central district . On June 1, 1952, this was transferred to the city of Falkensee . West Staaken was effectively in the Soviet occupation zone , the border was along the Nennhauser Damm. In mid-December 1952, the border was marked in such a way that it was no longer possible to drive on the road in both directions. The BVG-West shortened the line from December 15, 1952 to the trolleybus hall on Brunsbütteler Damm and set up a replacement bus service on the remaining section with a slightly changed route. Three days later, she switched operations entirely to buses. After it was closed, the hall was returned to Orenstein & Koppel, and the remaining vehicles were transferred to the Steglitz branch.

Steglitz network

As a second line of the BVG introduced the A32 from the train station Marienfelde over his previous end point at the station Steglitz to Breitenbachplatz on 4 July 1935 on Obusbetrieb order. The Steglitz wagons were placed in the Steglitz tram station on Hindenburgdamm.

The last change concerned the A97 line from Steglitz station to Mariendorf, Kaiserstraße on April 23, 1942. This bus line emerged from tram line 97, which was discontinued in 1930 as one of the last two meter-gauge lines.

The route of the A32 changed from July 1944 due to the damage to the Siemens bridge over the Teltow Canal . A single-lane route through Stindestraße and over the Hannemannbrücke was set up as a bypass. On January 23, 1945 the BVG discontinued the A97, the A32 followed on April 11, 1945.

The resumption of trolleybus operations on the A97 line took place on May 10, 1948. Between July 20, 1948 and June 5, 1949, the line ran with buses due to the electricity savings resulting from the Berlin blockade . Regular service on the A32 was resumed on July 4, 1949 on the original route. The A97 was given the route number A33 on January 2, 1951.

The new construction of the Siemensbrücke led to the renewed diversion of the A32 via Stindestraße and Hannemannbrücke, this time the catenary was laid out in two lanes. Between August 7, 1956 and August 16, 1960 the trolleybuses used the alternative route again.

The new construction of the west bypass in the Steglitz area led to the abandonment of the trolleybus operation in Steglitz at the beginning of the 1960s. First, on August 1, 1961, the access to the Steglitz depot on Hindenburgdamm was changed. Instead of going from Steglitz station via Kuhligkshofstraße up to now, the trolleybuses now drove via Schloßstraße . On October 16, 1961, the BVG stopped trolleybus operations on the A33. A few weeks earlier there was already mixed operation with buses on the line.

On March 22, 1965, the A32 was the last line to be completely converted to bus.

vehicles

Car 1224 in Eberswalde
Interior view of car 1224
Car 488 has been preserved as a historic vehicle of the DVN in Eberswalde
Interior view of car 488

Railcar

The BVG initially procured vehicles from various manufacturers for both sub-networks. The numbering followed the area of ​​use until around 1938, then after the respective chassis manufacturer. All trolleybuses had bodies made of steel and were similar to the buses used at that time.

The oldest cars on the Spandau line A31 with the numbers 1001 to 1003 initially belonged to AEG , which also provided the electrical equipment for the lines. The chassis came from Büssing , the superstructures from Christoph & Unmack . While car 1003 was destroyed in World War II, the bodies of car 1001 and 1002 received new chassis from Henschel in 1952 and the new car numbers 1304 and 1305.

Three more trolleybuses (1101–1103) with MAN chassis were added for operation in Steglitz, all of which were destroyed in the Second World War; a little later the trolleybuses 1104 and 1105 strengthened the line. Car 1104 was still similar to its three predecessors, while Car 1105 was a model from Daimler-Benz . In 1936 car 1106 was added, which was built to be self-supporting. It was given the number 1004 around 1938.

Car 1105 was renumbered 1201 around 1938. In the same period, the 1202 and 1203 cars, which are the same in terms of construction, were added. While 1201 and 1202 were technically the same, the electrical equipment in car 1203 came from AEG.

For the conversion of the A97 line, another eight Daimler-Benz trolleybuses were added in 1941, which represented a further development of the car from 1938. They were used until 1963. 1204 had an electric brake in addition to the air brake. Both brakes were operated using a common pedal.

In 1941, an order for a total of six double-decker trolleybuses (Odobus) was planned for the Spandau A31 line , the chassis of which were to be manufactured by SSW or the Henschel works .

In 1943 Henschel delivered three trolleybuses (1301–1303), in 1944 three cars (1401–1403) from the Italian manufacturer Alfa Romeo were added. Vehicles of the same type were in use at the companies in Esslingen and Bielefeld at that time . Car 1403 was probably never used by passengers and was mainly used as a spare part dispenser for the other two cars.

Another 15 trolleybuses from Daimler-Benz were ordered during the war, but were only delivered after 1945. The electrical equipment of the first six vehicles comes from AEG, the rest from SSW. Since the SSW could not deliver enough traction motors, with the exception of the cars 1218 and 1224 AEG motors were installed. Some of the vehicles were in use until 1965, 1224 has been preserved as a historic vehicle.

The latest vehicle series was delivered from 1956. The cars had self-supporting structures, the interiors were designed for the flow of passengers . The axles were supplied by Henschel, the electrical equipment by AEG, and superstructures came from the manufacturer Gaubschat in Berlin-Neukölln . Car 484 had a Büssing front axle. All cars were in use until 1965. Car 488 has been preserved as a historic vehicle.

Cars 1224 and 488 have been preserved as historical vehicles. They are currently being looked after by the Berlin local traffic preservation association and are stationed at the Eberswalde trolleybus .

pendant

In 1941, BVG ordered five trailers from Gaubschat , known as sidecars in Berlin, for use on the Steglitzer lines. The trolleybuses of the 1200 and 1300 series were fitted with trailer couplings. The vehicles, ten of which were delivered in 1943 with a similar structure, had end entrances and 34 seats and ten standing places inside. All cars in this series were lost in the war.

From 1947 to 1949 Gaubschat delivered eight trailers with a central entrance. Due to the installation of wooden benches and clunky acting coach body they were as a moving van frowned upon. Two of them probably came to BVG-Ost after 1949, where they continued to use buses. BVG-West parked its remaining six cars at the instigation of the police until 1951 and then sold them.

Overview

Vehicle overview
Numbers Construction year chassis Superstructures Electrics Power
(in kW) 		Seating Standing room switched off Remarks
1001-1003 1933 Büssing C&U AEG 2 × 41 40 30th Construction from 1001, 1952 used for 1304;
Construction from 1002, 1952 used for 1305;
1003 loss of war
1004 1936 - Uerdingen BBC 2 × 42.5 36 29 1959 ex 1106; self-supporting structure
1101-1104 1934-1935 MAN MAN SSW 2 × 45 36 29 1957 1101–1103 Loss of war
1201-1203 1935-1938 Daimler Benz Daimler Benz BBC
(1201 + 1202)
AEG (1203) 		2 × 42.5
(1201 + 1202)
2 × 50 (1203) 		36 29 1957 1201 ex 1105
1204-1211 1941 Daimler Benz Daimler Benz AEG 2 × 50 36 29 until 1963
1212-1226 1945-1947 Daimler Benz Schumann AEG
(1212-1217)
SSW
(1217-1226) 		2 × 45
(1218, 1224)
2 × 50 (other) 		38 24 until 1965 1219–1223, 1225 + 1226 with AEG motor
1301-1303 1943 Henschel Schumann AEG 2 × 50 37 28 until 1963
1304-1305 1952 Henschel C&U AEG 2 × 50 38 32 1964 Structure 1304 adopted from 1001;
Structure taken over from 1002 in 1305, SSW engine
1401-1403 1943 Alfa Romeo Alfa Romeo BBC 28 47 1945 1403 without use
484-490 1956-1957 - Gaubschat AEG 2 × 50 34 35 1965 484 ex 1306;
488 historic vehicle
Numbers Construction year Manufacturer Seating Standing room switched off Remarks
0B 1-B 50 1941 Gaubschat 34 10 Loss of war
0B 6-B 15 1943 Gaubschat 34 10 Loss of war
B 16 – B 23 1947-1949 Gaubschat 30th 20th 1951 B 16, B 17 after 1949 probably BVG-Ost

See also

literature

  • Trolleybus line Spandau - Staaken . In: Berliner Verkehrsblätter . Issue 4, 1956.
  • Carl-Wilhelm Schmiedecke: Bus and trolleybus sidecars at the BVG . In: Berliner Verkehrsblätter . Issue 4, 1960.
  • Carl-Wilhelm Schmiedecke: The trolleybus in Berlin . In: Berliner Verkehrsblätter . Issue 3, 1965.
  • Carl-Wilhelm Schmiedecke: The trolleybus fleet in western Berlin since 1933 . In: Berliner Verkehrsblätter . Issue 3, 1965.

Web links

Commons : Trolleybuses in Berlin  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ Marcus Schomacker: What else happened ... Events in Berlin and in Berlin's local transport 1920–1929. (No longer available online.) Archived from the original on September 23, 2015 ; Retrieved October 20, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.berliner-untergrundbahn.de
  2. ↑ a b c d e Trolleybus line Spandau - Staaken . In: Berliner Verkehrsblätter . Volume 4, 1956, pp. 13-15 .
  3. ↑ a b c d 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 , pp. 235-242 .
  4. ^ A b c d Carl-Wilhelm Schmiedecke: The trolleybus in Berlin . In: Berliner Verkehrsblätter . Volume 3, 1965, pp. 27-32 .
  5. ↑ a b c Carl-Wilhelm Schmiedecke: The trolleybus fleet in western Berlin since 1933 . In: Berliner Verkehrsblätter . Volume 3, 1965, pp. 33-37 .
  6. ↑ The AEG-Buessing Obus from the year 1933. In: Berlin transport sides. September 2004, accessed May 16, 2012 .
  7. ^ The trolleybus 1002 of the Berliner Verkehrsbetriebe from 1939. In: Berliner Verkehrsseiten. September 2004, accessed May 16, 2012 .
  8. ↑ Trolleybus 1004 of the Berliner Verkehrsbetriebe. In: Berlin traffic pages. September 2004, accessed May 16, 2012 .
  9. ↑ Trolleybus 1201 from Mercedes Benz and BBC. In: Berlin traffic pages. September 2004, accessed May 16, 2012 .
  10. ^ Berlin trolleybus 1204. In: Berliner Verkehrsseiten. September 2004, accessed May 16, 2012 .
  11. ^ Henschel trolleybus for Berlin. In: Berlin traffic pages. September 2004, accessed May 16, 2012 .
  12. ^ Alfa Romeo - Trolleybus Berlin. In: Berlin traffic pages. September 2004, accessed May 16, 2012 .
  13. ↑ Trolleybus. In: Berlin traffic pages. September 2004, accessed May 16, 2012 .
  14. ↑ Trolleybus in Berlin. In: Berlin traffic pages. September 2004, accessed May 16, 2012 .
  15. ↑ The West Berlin trolleybus type. In: Berlin traffic pages. September 2004, accessed May 16, 2012 .
  16. ↑ Trolleybus 1224 of the BVG . In: Denkmalpflege-Verein Nahverkehr Berlin (Ed.): Historic local transport vehicles. Berlin and Brandenburg . Verlag GVE, Berlin 2001, ISBN 3-89218-027-X , p. 96-97 .
  17. ^ Trolleybus 488 of the BVG-West . In: Denkmalpflege-Verein Nahverkehr Berlin (Ed.): Historic local transport vehicles. Berlin and Brandenburg . Verlag GVE, Berlin 2001, ISBN 3-89218-027-X , p. 98 .
  18. ^ Carl-Wilhelm Schmiedecke: Bus and trolleybus sidecars at the BVG . In: Berliner Verkehrsblätter . Volume 4, 1960, pp. 15-16 .