Post tram in Frankfurt am Main

from Wikipedia, the free encyclopedia

The post tram in Frankfurt am Main was the Reichspost's first own electric tram service in a large city . It existed from 1901 to 1951. As early as 1872, mail had been transported in Frankfurt am Main by various tram companies .

Mail delivery in trams of non-urban companies

Horse tram of the Frankfurt Tramway Company

The horse-drawn tram 167. Horse-drawn tram ran in Frankfurt from 1872 to 1900

The first use of the tram in Frankfurt for postal purposes took place during the times of the Frankfurter Trambahn-Gesellschaft (in operation from 1872 to 1900). When the horse-drawn tram opened , there was already an option for the carriage of letters, as can be seen from the application made by the Brussels-based operating company "Donner & de la Hault" for the granting of the concession for the construction and operation of the horse-drawn tram from April 1871:

“ 'It should be emphasized that the cheap and convenient transport [...], as well as the possibly connected rapid transport of letters in the service of the local post offices, [...] meet general needs.' "

On the first track of the horse-drawn tram, which on May 19, 1872 between the Schillerplatz , today's main station, and until 1895 still independent neighboring town Bockenheim opened, exchanged the main post office (post office 1) on the Zeil already in 1884 several times a day letter bag with the post office in Bockenheim ( post office W 13 , later post office 90 ).

Although the track and line network of the horse-drawn tram soon touched other post offices in Frankfurt, there is no evidence of their inclusion in the mailbag service . The post-side use ended at the latest in 1889, when, with the exception of the route from Bockenheim to Rödelheim, the FTG route network was bought up by the city of Frankfurt.

Steam train of the Frankfurt Forest Railway

Route network in 1899 with the forest railway lines

The steam tram with the character of a suburban tram of the Waldbahn (in operation from 1889 to 1929) has verifiably two mail cars with the numbers 13 and 14. The mail cars had openings for mail on the open route . However, these cars were retired as early as 1920. Only a photo of a Waldbahn mail car from 1913 has survived.

An exchange of correspondence with accompanying detailed drawings between the forest railway company and the Department of Economic Magistrates of the City of Frankfurt am Main from 1890 shows that there have been additionally another ten biaxial Postwagen had that to Summer car for the passenger should be rebuilt . Since there are no further documents about these cars, the whereabouts of the vehicles could not be clarified.

The post office in Schwanheim (post office 76) operated with the post office in Sachsenhausen ( post office S 10 , later post office 70 ) until 1919 via the forest railway a rail mail service with reworking and its own rail post stamp. Up until 1918, there were two to three conductor railroad posts in each direction who did the rework. The transport of one to three letter bags was taken over by the railway staff. At times around 1902 and 1916 (possibly also in other years) a postman accompanied these bags.

There is evidence that the post office in Neu-Isenburg operated a mailbag service from 1902 to 1904 on the forest railway line to Neu-Isenburg in the direction of Neu-Isenburg. In the years 1919/1920 the line was used by conductors and to transport a letter bag by the railway staff. From November 1920 for a short time and from autumn 1922 to 1924, the forest railway could not be maintained due to a lack of coal and had to be temporarily shut down. After October 31, 1920, no further mail transport on the forest railway lines can be detected.

Until probably May 1907, the forest railway line to Niederrad was used by the Niederrad post office (Post Office 71) to transport one or two letter bags.

Frankfurt local train

Eschersheim Local Railway

Eschersheim Local Railway

Frankfurter Lokalbahn AG (FLAG), founded on April 5, 1888, operated the Eschersheimer Lokalbahn from May 12, 1888 until it was sold to the City of Frankfurt am Main on January 1, 1901 . The 5.08 kilometer route led from Eschenheimer Tor to the then still independent municipality of Eschersheim and was initially operated as a horse-drawn train, and since September 1, 1888 as a steam train .

After a short time, the railway was in poor condition, which led to derailments almost every week . After the city bought the line on January 1, 1901 for 500,000 gold marks , it was modernized by 1909 and since October 1, 1909, tram line 23 of the city's tram ran to Heddernheim. A post-side use of this route during the local railway times is not recorded.

Oberursel mountain railway

Today's U3 at the former starting point of the mountain railway at Oberurseler Bahnhof

In 1893 Dr. Kollmann, the board member of Frankfurter Lokalbahn AG, is aiming to set up a small train from Eschersheim to Oberursel-Hohemark . When the project is presented, it will be used for parcel transport:

" The Kleinbahn Eschersheim – Hohe Mark, which is designed for passenger, freight and baggage transport, is intended to economically open up a very substantial part of the Obertaunus district and the district of Frankfurt am Main . "

On April 21, 1896, the Frankfurter Lokalbahn AG was granted permission to set up a small railway between the Oberursel state railway station and Hohemark. A continuation via Eschersheim to Frankfurt was initially not approved by the city of Frankfurt am Main and the municipality of Eschersheim. After further delays, the line could be used from October 2, 1899 and was officially opened on November 1, 1899.

From October 1906 to May 30, 1910, the post-side use of this route is verifiable. From Monday to Saturday, two to four times a day, the conductor's railroad guards drove in each direction. On Sundays there were fewer conductors on the road. At the Hohemark, the mail was transported with the help of horse-drawn carts , later post buses, as far as the Taunus Mountains .

Joint traffic with the city of Frankfurt am Main

Payments from the Reichspost to the FLAG

The FLAG, which had sold its Eschersheim local railway to the city in 1901, now saw its task in creating a connection between the freshly electrified Frankfurt tram network and the isolated route in Oberursel as well as the Bad Homburg tram in front of the height . Complicated negotiations and approval procedures delayed the start of construction by several years. The connection between the state train station in Oberursel and Frankfurt was completed on February 18, 1909 after various planning and legal aspects had been clarified. The Oberursel mountain railway was electrified and part of the new connection.

On May 4, 1910, the line to Bad Homburg was also put into operation. The two new routes were not as tram, but as next track-like light railway franchises, and actually ran over long distances like a railway off the streets. The starting point for both lines was the Heddernheim station , to which the city extended the Eschersheim line in 1909. The local railway was able to use the now urban tracks in Eschersheimer Landstrasse and thus created direct connections from Oberursel and Homburg to Frankfurt city center. She used the route of the Eschersheimer local railway, which she built herself in 1888 and sold to the city in 1901. The final stop in Frankfurt was at the Schauspielhaus .

The tracks of the local tram were also used in Homburg, the Homburg terminus was in the center of the small town, on the market square. The line to Oberursel got the number 24 and the line to Bad Homburg the number 25.

On line 24, which is operated in joint traffic, mail has been carried since May 31, 1910. The number of Schaffnerbahn posts was lower compared to the earlier mountain railway. Up until May 1921 there were one or two conductor railroad posts every day.

In the Second World War from around 1940 and for a short time after its end, the route was used again for postal purposes by the Oberursel post office. The letter bags were taken over at the Hohemark and transported to the train station in Oberursel. According to credible statements, mailboxes were also attached to individual suburban trains , which were used to post mail between Hohemark and the train station. It is not known in which year its use ended.

There is evidence that line 25 between the Schauspielhaus in Frankfurt and the market in Bad Homburg was used for postal purposes from March 2, 1925 to January 31, 1930. Parcels and other general cargo were taken in a special wagon on certain trains . It is questionable whether letters were also taken.

Urban trams of the city of Frankfurt am Main

Main post office on the Zeil

For several years, the city's tram, which has been in service since 1899, carried letter bags for a fixed fee between the individual post offices and the main post office on the Zeil (Post Office 1) . In 1910 this fee was, for example, 4.50 marks per bag and calendar month.

In 1909 this service comprised 38 mailbag items. Most of the mail bags were handed over at the Hauptwache and Konstablerwache .

The carriage of mail in trams of the city's municipal tram continued to take place after 1901, regardless of the establishment of its own post tram service.

Only a few of these items have survived during and after the First World War:

From To Year / frequency per week line Remarks
Main Post Office
(Post Office 1) 		Post Office Ostbahnhof
( Post Office 12 , later Post Office 102 ) 		↔ 1919–1920: three to four times on weekdays 15th
Main Post Office
(Post Office 1) 		Post Office Bockenheim
( Post Office W 13 , later Post Office 90 ) 		↔ 1916–1920: three to four times
↔ from 1920: once or twice 		3
Main Post Office
(Post Office 1) 		Post Office Bornheim
( Post Office NO 14 , later Post Office 60 ) 		→ 1916–1920: two to four times
← 1916–1920: once 		10
Main Post Office
(Post Office 1) 		Post Office Eckenheim
(Post Office 504) 		↔ 1909–1921: two or three times
→ from 1920: two or three times 		7th
Main Post Office
(Post Office 1) 		Post Office Eschersheim
(Post Office 501)
↔ Post Office Heddernheim
(Post Office 506) 		↔ 1916–1920: one to four times 23
Main Post Office
(Post Office 1) 		Post Office Oberrad
(Post Office 74) 		→ 1916–1921: Once 16
Main Post Office
(Post Office 1) 		Post Office Niederrad
(Post Office 71) 		← 1916–1921: One to three times
Main Post Office
(Post Office 1) 		Post Office Niederrad
(Post Office 71)
↔ Post Office Central Station
( Post Office 9 , later Post Office 4 ) 		↔ From 1919: one to three times
↔ from 1920: two to three times
Main Post Office
(Post Office 1) 		Post Office Bergen
(Post Office 64) 		↔ 1928–1932: once on weekdays
→ 1931: once on weekdays 		18/
32 		Handover of letter bags on
Stop signs for Kraftpostlinien.svgDomstrasse

Post tram traffic of the Deutsche Reichspost

business

Post railcar 501, 1901

contract

After the opening of the Berlin tram in early 1898, the Reich Post Office asked itself whether it would be economically advantageous to transport letters and "parcels" based on the American model in special wagons in a city between post offices and train stations.

Trams in the USA had already collected mail in 1897 for the equivalent of one million marks and carried almost six million mail car kilometers.

The Reich Post Office therefore commissioned the Oberpostdirektion to find suitable cities for their own post tram traffic. The demands of the Reich Post Office on the cities were the existence of existing or planned tram routes, which could be expanded to include connecting tracks for parking the post tram cars in the post offices and at train stations. These tracks should be maintained by the tram companies of the respective cities, which should also make the carriage of the postal tram available for an “appropriate compensation”.

In the area of ​​the Oberpostdirektion district Frankfurt am Main, only Frankfurt itself came into consideration, although at that time tram traffic was mainly operated with horses as draft animals . The introduction of an electric tram in the hands of the city was planned for 1899. For this reason, negotiations were set up, and in June 1899 the Oberpostdirektion Frankfurt am Main concluded a corresponding contract with the city.

In addition to the normal lines of the tram network, the first electric postal tram service of the Reichspost was set up in Frankfurt on March 1, 1901. The contract between the Oberpostdirektion and the city was concluded for an indefinite period, but it could be terminated annually. When post trams were later introduced in other cities, the city of Frankfurt am Main was used as a model and model.

The main post office on the Zeil, the starting point of the post tram

The first line, about two to three kilometers long, took over the transport of parcels and letters between Post Office 9 at the main station and the main post office on the Zeil until March 22, 1944 . The journey time was eleven minutes, with five railcars in use. Every day 27 trips were made in each direction, i.e. a total of 54 trips according to a fixed timetable . This line meant that a hundred horse-drawn carriage rides could be omitted. In the years 1935 to 1937, the annual mileage of the post roads was 46,000 km.

The transport service was carried out by 14 former post conductors who had been trained by the tram for this purpose, eight of which were required for daily service. According to credible statements, women also drove the railcars during the First World War . More detailed information on the use of women as drivers of the postal tram cars has not been passed down.

Compensation was paid to the city trams. These amounted to 1.90 marks for a trip with a railcar and an additional 1.20 marks for a sidecar . The switchman of the city tram at the Hauptwache and the Roßmarkt logged every trip of the postal tram for accounting purposes.

The plans to connect more post offices could no longer be realized because of the outbreak of the First World War . For this reason, letter bags continued to be transported by the regular trams.

Until the early 1940s, the postal tram was supported by diesel motor vehicles and electrically powered vehicles.

Than during the Second World War the tram because of fuel and trucks deficiency was indispensable for the carriage of mail, the German imperial post built at the Ostbahnhof a two-pronged approach line to the branch of the Post Office 9 (packets office) and operating another line between the post office 9 and its branch at Ostbahnhof.

After the destruction of the main post office on the Zeil in 1944, the postal tram continued to transport a large part of the parcels and letters between the main and east stations, and even after the destruction of the main bridges in 1945 - and thus the rail link between the main and east stations all mail traffic between these two post offices.

Track systems

The single-track access route with several switches and sidings to Post Office 9 branched off from Mainzer Landstrasse and led through Ludwigstrasse into the courtyard of Post Office 9. It was 485 meters long and was extended in 1927 to the parcel hall in Poststrasse.

The access track to the main post office branched off on the Zeil and led through the portal of the post office building into the inner courtyard. There was a turning loop with a passing track. Also in the inner courtyard of Post Office 1 was a separate double-track carriage hall for six railcars with its own workshop. The municipal tram built a total of 460 meters of track there. The smallest radius of the curved track in the courtyard of the main post office was 11.8 m.

In the Mainzer Landstrasse and on the Zeil there were track changes that had to be driven the wrong way. For this reason, in addition to the tram driver, there was also a second post office clerk who was responsible for correctly setting the switches for this track change. In addition, the porter of the main post office stopped pedestrians and vehicles with a red flag in the first few years when a post tram car left the premises.

The line to Post Office 9 at the Ostbahnhof, which was built in the Second World War, was laid out on two tracks. In Ostparkstrasse, where loading and unloading took place in the middle of the street, there were two platform changes.

Mail railcar
(initial equipment,
based on the A-car )
Numbering: 501–507, from 1924: 2003–2009
Number: 7th
Manufacturer: Siemens & Halske
Year of construction (s): 1901
Retirement: 1944-1960
Axis formula : B.
Gauge : 1435 mm ( standard gauge )
Length over coupling: 7,620 mm
Height: 3,400 mm
Width: 1,940 mm
Bogie axle base: 1,600 mm
Top speed: 20 km / h
Installed capacity: 15 hp
Power system : 600 V DC
Number of traction motors: 1
Coupling type: Trumpet clutch

The rolling stock of the post tram

Initial equipment of the post tram

A car on which the post tram cars were based

In 1901, the municipal tram of the city of Frankfurt am Main procured seven type A- based mail railcars from Siemens & Halske . However, since no operating schedule was provided with a sidecar, they only had one engine of 15 horsepower and reached a top speed of 20 km / h. However, sidecar traffic was possible via the trumpet coupling.

The loading capacity was 3.6 t. The cars were 7.62 meters long via the coupling. Compared to the A-car of the city tram, the cars were shorter due to the smaller end platforms. They had a large parcel room with an area of ​​6 m² for 600 to 1000 parcels. A small letter room with an area of ​​2 m² for letters and valuables was also available. Work could also be carried out there while driving. Mail boxes attached to the outside of the car allowed mail to be picked up while driving. The rooms were accessible from both sides and had barred frosted glass windows and sliding doors that were secured against break-ins. The interior was lit by skylights and also had a bell system for communication between the rooms.

Due to the small radii of the track curves, a center distance of only 1.6 m was chosen . The car body of car 501 was designed differently from the other cars.

The seven railcars bore the numbers 501 to 507, from 1924 after the glazing of the platforms the numbers 2003 to 2009.

New entry in 1914

In 1914, the A-railcars 42 and 43 (both built in 1899) were converted into mail cars. In 1924 they were given the numbers 2001 and 2002 and - due to their design - had two traction motors . In addition, the horse-drawn tram cars 543 and 571 (both built before 1897) were converted into post sidecars and used for the purpose of transporting mail until they were retired in 1920. If necessary, converted sidecars of the municipal tram were used in 1918 and 1919 to reinforce parcel transport.

New entry in 1942

In 1942, the vehicle fleet was expanded to include the three converted railcars 309, 332, and 337 of the B series (all built in 1907, all two times 35 hp), which were given the new numbers from 2010 to 2012, to 12 cars. The three "new" cars were only intended for transporting parcels. They received an undivided parcel room and thus only one door per side of the car. The 2010 post railcar differed from the other cars in that it was given a new, angular car body, a driver's seat and transparent signage.

Loss of war in 1944

With the air raid on March 22, 1944 , in which Frankfurt's old town and the main post office including the telephone exchange were destroyed, the seven cars were lost in 2001 to 2004, 2008, 2011 and 2012; the cars in 2006 and 2010 were badly damaged. The car was rebuilt in 2006 and parked in 2010.

The remaining four cars kept the mail and parcel transport between the main and east stations upright in the period that followed. In order to be able to cope with the transport, additional railcars were withdrawn from the remaining passenger traffic and used as post trams.

Car list

Railcar
old car number new car number Construction year Retirement Remarks
42 1924: 2001 1899 1944 1914 Converted from an A-car
43 1924: 2002 1899 1944 1914 Converted from an A-car
501 1924: 2003 1901 1944 Car body designed differently
502 1924: 2004 1901 1944
503 1924: 2005 1901 1960
504 1924: 2006 1901 1955
505 1924: 2007 1901 1957
506 1924: 2008 1901 1944
507 1924: 2009 1901 1955
309 1942: 2010 1907 1951 1942 Converted from B-car, designed differently
332 1942: 2011 1907 1944 1942 Converted from B-cars
337 1942: 2012 1907 1944 1942 Converted from B-cars
sidecar
Wagon number Construction year Retirement Remarks
543 Before 1897 1920 1914 Converted from a horse-drawn tram
571 Before 1897 1920 1914 Converted from a horse-drawn tram

The vehicles were at all times owned by the municipal tram, which they leased to the municipal post office. All postal trams were painted yellow; between 1933 and 1945 a red paint with swastika insignia was mandatory. In the early years of the postal tram, instead of the line number, a roof lamp with a post horn was carried on the roof and instead of the directional sign, the official name. This was initially "Imperial Post" until 1918, "Deutsche Reichspost" until 1945, "Deutsche Post" until 1950 and finally from 1950 "Deutsche Bundespost".

economics

The establishment of the post tram in Frankfurt turned out to be a good decision from an economic point of view. By using the postal tram, 100 horse-drawn carriage rides were saved, which meant a great deal of relief for traffic on the city streets, but also in the post offices. Before the introduction of the postal tram service, postal traffic was handled with ten to fifteen carts , which could now be saved.

The 50,000 carriage rides, which were common before the introduction of the postal tram, were replaced by 20,000 tram rides.

Due to the lack of fuel that arose during the Second World War , which, among other things, temporarily brought the city bus service to a complete standstill, the postal tram was indispensable for the transport of mail at that time.

The end of the post tram

Immediately after the end of the war, as a result of the Wehrmacht's demolition of the Main bridges, the postal tram had to take over the entire postal service between the main and eastern stations, and it experienced a final boom.

After the currency reform on June 21, 1948 , motor vehicle traffic increased rapidly and made the postal tram unprofitable.

The postal tram was discontinued on December 31, 1951, the 50th year after it opened.

The car , which was badly damaged in the air raid on March 22, 1944 and then parked in 2010, was retired in 1951. Despite being rebuilt after war damage, Wagen 2006 was retired together with Wagen 2009 in 1955. The cars in 2005 and 2007 were used by the municipal tram as service and advertising vehicles after the post tram was discontinued. Car 2007 was retired in 1957 and three years later the car was the last car to have the same finish in 2005. No carriage of the post tram has survived.

The track systems are also no longer available today.

Entrance to the former track of the post tram at the Ostbahnhof

The main post office building with all post and telecommunication facilities on the Zeil, which was badly damaged during the air raid on March 22, 1944, could only be used sparingly in the post-war period, so that a new building was necessary. In this context, the access from the Zeil to the courtyard of the post office, which was also used by the postal tram, was closed for security reasons in the autumn of 1954 and was subsequently overbuilt when the post office was rebuilt.

At the end of the 1990s, the location was given up by Deutsche Post AG , the new post office building opened in December 1958 closed on December 31, 1997, and in February 2002 as part of the "Post Area" by Deutsche Telekom for 230 million euros sold to the Dutch investor MAB and demolished in July 2004 together with all buildings of the telecommunications office and the neighboring Rundschau building. Today the Palais Quartier is located on the property .

The last relics of the postal tram, the tracks and the catenary in Ostparkstraße at the Ostbahnhof, disappeared in June 1987 after they had been shut down earlier. The buildings of Post Office 9 at the main train station have been preserved slightly modified.

literature

  • Dieter Höltge, Günter H. Köhler: Trams and light rail vehicles in Germany . 2nd Edition. 1: Hessen. EK-Verlag , Freiburg 1992, ISBN 3-88255-335-9 .
  • Günter H. Köhler, Claus Seelemann: Post and Tram : Post transport with trams in Germany and abroad . GH Köhler, Hofheim, Reichenberger Weg 6, Hofheim 1998, ISBN 3-934873-99-5 .
  • Horst Michelke, Claude Jeanmaire: One hundred years of Frankfurt trams: 1872 - 1899 - 1972 = Tramways of Frankfurt am Main (Western Germany) . 1st edition. Villigen AG: Verlag Eisenbahn, book publisher for railway and tramway literature, Brugg / Switzerland 1972, ISBN 3-85649-018-3 .

Individual evidence

  1. ^ Anton Wiedenbauer / Hans-Jürgen Hoyer: Journey into the future. The history of the Frankfurt tram. P. 38.
  2. ^ Günter H. Köhler: Post and Tram. P. 96.
  3. ↑ Tram of the city of Frankfurt a. M. (Ed.): 60 years of the electric tram in Frankfurt am Main. P. 12.
  4. ^ Günter H. Kohler: Post and Tram. P. 98.
  5. ^ Günter H. Kohler: Post and Tram. P. 96 f.
  6. ^ Günter H. Kohler: Post and Tram. P. 97.
  7. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 19.
  8. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 20 f.
  9. ↑ Frankfurter Rundschau of May 13, 1988.
  10. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 22.
  11. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 23.
  12. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 54.
  13. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 54 f.
  14. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 55 f.
  15. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 55.
  16. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 59.
  17. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 56 f.
  18. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 57.
  19. ^ Günter H. Köhler: Post and Tram. P. 107.
  20. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. Pp. 59-63.
  21. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 63.
  22. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 81.
  23. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 123.
  24. ^ Walter Söhnlein / Jürgen Leindecker: The Frankfurter Lokalbahn. P. 64.
  25. ^ Günter H. Köhler: Post and Tram. P. 94.
  26. ↑ Günter H. Köhler contradicts the information in the Postleitheft in Post und Tram , p. 107.
  27. ^ Günter H. Kohler: Post and Tram. P. 97 f.
  28. ↑ Postleithefte
  29. ^ Günter H. Kohler: Post and Tram. P. 99.
  30. ^ A b c Günter H. Kohler: Post and Tram. P. 102.
  31. ^ Günter H. Kohler: Post and Tram. P. 100.
  32. ↑ Günter H. Kohler gives different information here in his books Post und Tram on p. 100 (3 km) and trams and light rail in Germany (Hesse) on p. 126 (2 km)
  33. ^ Günter H. Köhler: Post and Tram. P. 323.
  34. ^ A b Günter H. Kohler: Post and Tram. P. 101.
  35. ^ A b Günter H. Köhler: Post and Tram. P. 342.
  36. ↑ a b c d Günter H. Kohler: Post and Tram. P. 103.
  37. ^ Günter H. Kohler: Post and Tram. P. 104.
  38. ↑ On the basis of contemporary photographs from 1901, which show post tram cars with a larger center distance, it can be deduced that the center distance was changed in 1901 to the 1.8 m common in Frankfurt at the time.
  39. ^ Local transport in Frankfurt (Strassenbahn Nahverkehr Special No. 7 Edition 2/2000), p. 44.
  40. ^ Günter H. Kohler: Post and Tram. P. 105.
  41. ^ Günter H. Köhler: Post and Tram. P. 104 f.
  42. ^ A b Dieter Höltge / Günter H. Kohler: Trams and light rail vehicles in Germany (Hesse). P. 126.
  43. ^ A b Günter H. Köhler: Post and Tram. P. 106.
  44. ^ Günter H. Köhler: Post and Tram. P. 343.
  45. ↑ Page no longer available , search in web archives: www.beku-bildarchiv.de/tramrider/Page415-Dateien/1944%20Linien.gif , accessed on March 4, 2009.@1@ 2Template: Toter Link / www.beku-bildarchiv.de
  46. ^ Günter H. Köhler: Post and Tram. P. 102 f.
  47. ^ Günter H. Köhler: Trams and light rail vehicles in Germany (Hessen). P. 127.
  48. ↑ technical documentation: telecommunications center on the zeil. ( Memento of June 15, 2009 on the Internet Archive ), accessed February 25, 2009.
  49. ↑ Frankfurt airport - history of aviation up to 1945. ( Memento from November 18, 2012 in the Internet Archive ), accessed on February 25, 2009.
  50. ↑ Here comes Pippitwist's news service:, accessed February 25, 2009.
  51. ↑ Demolition application submitted after the installation decision MAB completes further preparations for the “Zeil Project” ( memo of December 5, 2008 in the Internet Archive ), accessed on February 25, 2009.

Web links