Express tram

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The level-free Viennese line 60 when crossing Breitenfurter Strasse, 2013

An express tram is a tram that runs on its own or a special track body with wide radii and generous distance between tracks and is partly routed like a railway on embankments or in incisions . It is thus carried horizontally, sometimes vertically, and separated from the rest of the road traffic . Crossings with other means of transport at the same height should be avoided. If they cannot be avoided in exceptional cases, they are to be secured and designed in favor of express tram traffic. Operational management is carried out by driving on sight , operating resources are suitable tram vehicles that have high acceleration and braking deceleration. The distances between stops are larger than conventional routes. The overhead line for realization of higher speeds than catenary formed.

Today, express trams aim to travel at speeds of over 25 km / h. In Germany today, such specifications are achieved and exceeded on individual routes, for example in Bremen (26.1 km / h); in complete (high-speed) tram or light rail networks only where there are longer tunnel or overland sections (e.g. Stuttgart 27.0 km / h). In terms of traffic value, the express tram is above the tram and below the subway . The capacity is a maximum of 15,000 people per hour and direction.

Some authors also refer to the subway as an express tram , the first of which ran in Boston in 1897 . However, the underground tram usually reaches its higher speed through tunnels in the city centers, some of which have elaborate branching and crossing structures. In contrast, the express tram routes were mostly built on the periphery of the cities and usually only have short underpasses .

Occasionally, corresponding tram vehicles are and were called express trams , for example the then modern Tatra KT4 D made in Czechoslovakia in 1976 in New Germany .

In the early days, as a new inner-city means of transport, express trams were able to build on older experiences with interurban trams such as the Rhein-Haardtbahn and the Düsseldorf – Krefeld small railroad, as Ernst Biedermann mentioned in his 1917 article "Schnellstraßenbahnen". The delimitation of the terms from one another was and is not always clear, especially where cities have expanded over the years, especially along such rail axes.

Regardless of the subject of this article, some companies also refer to high-speed tram lines as express trams . In this case, however, the acceleration takes place exclusively through omitted stops , regardless of the respective route. Four-track express tram routes, such as those found in Düsseldorf and Nuremberg, represent a mixture between the two principles. Here, the fast courses were able to overtake the standard courses that hold everywhere.

History of the term

In the German-speaking discussion, the word express tram first appeared in World War I, for example in 1917 as the title of a specialist book by Erich Giese and in an article by Ernst Biedermann in the magazine Technik und Wirtschaft , partly with reference to Giese's book.

In his article, Biedermann explains the reasons why the construction of high-speed trams is the order of the day: the explosive population growth in large cities and agglomerations, the concentration of trade and administration in the inner cities with the simultaneous expulsion of housing and industry into the outskirts new traffic needs and constant enlargement of the distances between living quarters and workplaces. Conventional rapid transit systems , i.e. the forerunners of today's S-Bahn and U-Bahn systems, could not react quickly enough in terms of planning; their high investment costs could not be refinanced by the public sector or by the population impoverished during the war with cost-covering fares. Express trams could provide almost the same transport performance at much lower costs.

“... The investigations show that a tram system that has only been slightly improved is in a position to compete successfully with the rapid transit system due to the significantly lower construction and operating costs in the outskirts of the world's cities. Running on its own track as a plan or incision track, this tram [...] with a travel speed of 22.5 km / h at a distance of 500 m from a stopping point approaches that of the high-speed train of 24.9 km / h at a distance of 769 m from the stops, while it is far superior to that of the inner-city tram with 14.1 km / h at 297 m average stop distance. Under the same local conditions, it requires about 1/4 to 1/12 of the production costs of a double-track underground railway and about 1/5 to 1/4 of an elevated or suspension railway "

- Ernst Biedermann : SCHNELLSTRASZENBAHNEN , p. 417.

As a standard alignment he has in mind:

“Regarding the general structure, the following can be said: For the special, approximately 9 m wide track, which the high-speed tram requires when edged with rows of trees, the most perfect version with tracks in the middle between the road embankments on both sides should be selected. The crossings over this railway body are to be limited to the smallest permissible number [...] If the distance between two stops seems too long, a (drivable) crossing will not be used, but a cheap iron pedestrian overpass (3500 m) or a narrow pedestrian tunnel (8 up to 10,000 M, depending on the groundwater level) "

- Ernst Biedermann : SCHNELLSTRASZENBAHNEN , pp. 418–419.

Where from around 1930 new routes were built in major German cities that corresponded to the original definition of express trams, these were no longer consistently explicitly referred to as such, because this standard had already largely prevailed and was no longer necessarily worth mentioning.

After the Second World War, in West Germany mostly only those routes were expressly referred to as express trams that were characterized by further acceleration measures, for example by being completely separated from road traffic, level access to the platforms, complete fencing or tunnels that were no longer just underpasses were to be mentioned, but then created further delimitation problems to underground trams. From around 1969 (when the Stadtbahngesellschaft Ruhr was founded), the name Schnellstraßenbahn was largely replaced by the new term Stadtbahn, which, however, can also stand for near-subways, underground trams or barely accelerated trams. The Municipal Transport Financing Act, passed in 1971, played an important role in the construction of new tram or light rail routes (until 1990, of course, only in West Germany) , the golden reins of which actually required the construction of special railway structures as a prerequisite for co-financing by the federal government.

The development after the Second World War was different in the German Democratic Republic . From the end of the 1970s, the term express tram was revisited there and used in various documents to distinguish it from the term light rail , sometimes also subsuming it. They were subject to the state railway supervision , the definition given in the introduction follows the rules established for this. It was only in the 1990s after the political turnaround that the term Stadtbahn became more and more popular in East Germany.

History of the routes

Large development area Dreesch in Schwerin with quick tram, 1986. Typically, the level of free access for platforms via pedestrian tunnel

High-speed trams emerged in German-speaking countries from the 1910s, especially where communities in the surrounding areas of large cities had to be connected to their tram network. The small train from Krefeld to Düsseldorf , which opened in 1898, was used by heavy, air-braked, central-entry four-axle vehicles from 1912 onwards; it is known as the first German express tram. Since at that time only a small part of this route ran within the city, Ernst Biedermann was probably more correct in classifying it as an example of a modern interurban tram , whose experience in routing and developing suitable vehicles could benefit the (inner-city) high-speed trams he propagated.

In the German Democratic Republic, high-speed trams were built from the mid-1970s. A prime example was the new route to the Großer Dreesch of the Schwerin tram , opened in 1974 and extended in 1984 , which was initially operated with T57 / B57 cars from 1957 before the first Schwerin Tatra cars were delivered, but also routes of the Erfurt tram and the Halle tram can be cited become.

This term disappeared again after 1990, and accordingly expanded routes are now uniformly referred to as Stadtbahn .

Berlin

KT4D double traction in the Allee der Kosmonauten in Berlin-Marzahn, 1981

In Berlin , before the First World War, 37.5 kilometers of turf track were equipped with a special track. In 1916, 14 percent of Greater Berlin's tram network was equipped with special railroad tracks , and in the following years their share increased to 40 percent. Giese named a building plan in the area of Neuköllner Strasse in Rudow-Nordwest as a typical example of well-integrated housing and express tram planning . Richard Petersen , too, emphasized as early as 1911 the particular suitability of such railways for the inexpensive rail development of new urban development areas, which were to be created to curb speculation on publicly owned fallow land.

In the 1920s, the Berlin tram operating company implemented some of the routes suggested by Giese, for example in 1927 along Heerstraße from Heerstraße station to Pichelsdorf and in 1928 from Mariendorf racing course via Mariendorfer and Lichtenrader Damm to Lichtenrade station . The upgraded sections of the sections equipped with high-chain catenary largely corresponded to express tram routes.

Both the collective plan of 1949 drawn up by Hans Scharoun and the Zehlendorfer plan of 1947 drawn up by Karl Bonatz as a counter-draft provided for the construction of express tram routes to develop the outer areas of Berlin. Walter Moest, who was involved in the Zehlendorfer Plan, went back to Giese's plans from 1917 and expanded them by two ring routes. A conversion of the subway line BI ( Nollendorfplatz  - Innsbrucker Platz ) to tram operation was also planned. The route was to become part of a north-south connection from Seestrasse to Lankwitz , as was partially realized later with the subway route G with a modified route.

After the administrative separation of the Berlin transport company on August 1, 1949 and the separation of the network on January 15, 1953, the development in both halves of the city initially ran partially parallel. In West Berlin, on August 28, 1953, the decision was made to discontinue tram operations while at the same time expanding the subway network and expanding bus operations . On October 2, 1967, trams operated for the last time in West Berlin. In East Berlin, the plans initially also envisaged an expansion of the car-friendly city , the tram should only run outside the Ringbahn . An express tram tangent was to be built between Pankow , Hohenschönhausen and Niederschöneweide ; in the outer areas, an express tram route from Schmöckwitz via Oberspree to Schöneweide was planned.

The housing construction program of 1973 heralded a gradual change in transport policy , as a result of which the large-scale prefabricated building areas in Marzahn , Hohenschönhausen and Hellersdorf emerged. Although an underground line from the Ostbahnhof to Springpfuhl was planned as early as 1968 , this line could not be implemented promptly due to cost reasons. Therefore, the route should be built as a high-speed tram, whereby a later realization of the underground route still had to be taken into account. Later plans called for an extension of this line to Marzahn-Nord . The Nordradiale Leninallee  - S-Bahn station Marzahn  - Ahrensfelde should also be laid out according to initial plans in such a way that a later switch to underground operation would have been possible. Among other things, several intersections with main roads ( Heinrich-Rau-Straße , Allee der Kosmonauten , Otto-Winzer-Straße , Henneckestraße ) were planned to be level-free, which was not done for reasons of cost. In 1976, the SED Politburo decided on the crime program , which, in addition to the construction of high-speed trams to open up new development areas, also provided for the use of type KT4D Tatra cars .

From 1979 to 1991 around 26 kilometers of new line went into operation, some of which had been expanded to meet the express tram standard. After the southern radial along the Allee der Kosmonauten and S-Bahn station Springpfuhl to Biesdorf (1979) and the northern radial along Leninallee to S-Bahn station Marzahn (1980), they continued to Ahrensfelde (1982/86). The commissioning of the north-south tangent along Rhinstrasse took place in 1985, as did the first new construction section along the eastern Leninallee to the Marzahn depot . The development of the new development area Hohenschönhausen-Nord took place over two routes along Wartenberger Strasse , Rüdickenstrasse and Zingster Strasse (1984) on the one hand and over Hansastrasse and Falkenberger Chaussee to Falkenberg (1987/88) on the other; both routes crossed at Prerower Platz . The final point was the extension from the Marzahn depot to Riesaer Strasse in Hellersdorf . Further projects, including the construction of an express tram tangent along Henneckestrasse from Marzahn-Nord to Falkenberg, were not carried out.

Bielefeld

In 1969, the Bielefeld Stadtbahn opened a new high-speed tram line to the Baumheide housing estate , parallel to the subway tram planning already underway .

Bochum / Gelsenkirchen

In Bochum , 6 years after the opening of the Ruhr University (1965), an express tram line was put into operation on the median of the University Street, which was also laid out at the same time, over a length of approx. 5 km with only one rail crossing (on the waterway ) to develop the university (1971 to the university, 1972 to Hustadt). After changing the gauge from meter to standard gauge and the reconstruction of the stations, the line has been part of Bochum's only U35 urban railway line since 1993 .

Bremen

In Bremen , contrary to the West German trend, the tram was not renamed the Stadtbahn . That is why the old name express tram fits here for several newer routes . For example, for the route to Osterholz . This opens up several large residential and urban development areas in the south-east of Bremen, including the large estates in Vahr and Tenever with their high-rise buildings. The first section from Kirchbachstraße in Schwachhausen to Blockdiek (on the eastern edge of the Vahr, Düsseldorfer Straße stop) went into operation in 1967, the remaining section to Osterholz in 1968. The route runs in sections on the median of main streets, on the side of residential streets or on completely separate route away from roads (line 1). The average distance between the stops between Kirchbachstraße and Osterholz (Mahndorf train station) is approx. 540 m, the journey time 31 minutes for approx. 13.5 km; this corresponds to a cruising speed of approx. 26.1 km / h. Another line, opened in 1973, leads south to Arsten , on the other side of Niedersachsendamm on its own route (then line 1, now line 4). Finally the route Grolland - Huchting) , opened in 1976 (then line 6, today 1). This runs on the side of the B75 (Frieslandstrasse and Oldenburger Strasse) and finally over an open field.

Dortmund

Early examples were also in Dortmund the quick tram on the Westfalendamm (then Gürtelstraße and Aplerbecker road) through the newly created Garden City (1913, now U47 South ) and the distance of Huckarde to Mengede (1923, today U47 North ), where high-floor bogie - railcars also with four-axle low-floor - sidecar came (so-called "submarines") is used,

Also original express trams in Dortmund were the completely crossing-free routes on the Ruhrallee between Westfalenpark and Hacheney (1959, today U49 ) and between Kirchderne , Franz-Zimmer-Siedlung and Grevel (1976, today U42 ). The actual express tram route built before 1960 in connection with an intersection-free road junction ( Ruhrschnellweg - Wittekindstraße ) over the Krückenweg to Barop (today U42 ) was never referred to as such. At the southern end of the expansion ( Krückenweg / Am Beilstück ), it was planned in the 1960s to build a branch line along the then projected, but still torso Universitätsstrasse for tangential development of the still unfinished Technical University (opened in 1968) in the direction of Eichlinghofen . This plan failed due to the designation of a nature reserve to protect the Rahmke and Rüpingsbach , which would have been cut by the route. A line between Huckarde and Kirchlinde has also been planned since the 1960s , then as an express tram, now as a light rail.

Dresden

Single-track route in Weinböhla. Usually, express tram routes were double-tracked.

An express tram connection between Meißen and Pirna was planned in Dresden . Construction of the line towards Meißen began, but was finally canceled in 1931 as a result of the global economic crisis in Weinböhla. The route in Coswig was partly double-tracked, but was only put into operation as a single track with a turnaround until the work was stopped.

An important contribution by Dresden to the further development of express trams was the construction of suitable vehicles. The already mentioned Großer Hecht , a four-axle bogie wagon, has become famous . Two prototypes of articulated trams for the future express tram were also tested: One with a biaxial center section and two semi-mounted uniaxial end sections (No. 2501, Görlitz / Siemens), the other with two biaxial end sections and a floating center section (No. 2502, Christoph & Unmack, Niesky / Sachsenwerk). Both reached a speed of 70 km / h.

Dusseldorf

In Düsseldorf , the expansion of line D in outer Kaiserswerther Strasse (1926, today U79) is an early example of an express tram. As can still be seen today, the line originally had four tracks to enable overtaking. The Düsseldorf light rail lines U76 (Düsseldorf - Krefeld) and U79 (Düsseldorf - Duisburg) were designated as express tram lines 76 and 79 before the Düsseldorf inner city tunnel went into operation . In contrast to tram lines 710 and 711, they did not stop at all stations. Apart from the inner city tunnel and the tunnel in the course of the adjoining Duisburg Stadtbahn , most of the above-ground sections of the route have also been upgraded to accommodate high-speed trams .

eat

Even before the Stadtbahngesellschaft Ruhr was founded in 1969 to establish the new term Stadtbahn and began to plan a completely new intermunicipal route network for the entire Ruhr area with the full underground standard originally planned for the final expansion, two express tram routes were in Essen in 1961 and 1967 in operation on the median of the Ruhr Schnellweg (now federal motorway 40 ): one stretch eastwards to Essen-Kray ( converted into a spur bus route in 1985 ), the other westwards to Mülheim-Heißen (later changed from meter gauge to standard gauge , with elevated platforms to the reference route of the Rhein- Ruhr expanded and extended on both sides with tunnel sections into the centers of Essen and Mülheim , today U18).

Hanover

In Hanover , after the Second World War, several generously laid out new tram routes went into operation, although they were not referred to as express trams there: the first was a 3 km long route from Döhren in a lateral position along Garkenburgstrasse to the exhibition grounds in 1950 . This was followed in 1956 by a stretch from Ricklingen in a lateral position along Wallensteinstrasse to Oberricklingen . In 1976, this section became part of the first line in the history of the Hanover tram that was completely expanded to become a light rail and was extended in 1977 from Oberricklingen with a short tunnel to Mühlenberg . The Vahrenwalder road , northern main arterial road in the neighboring town of Langenhagen , received a special track body on the median strip and a new branch to Vahrenheide in lateral position along the Great Patrol and the Sahlkamp (1965, now extended to Alte Heide ). This was followed by a faster bypass of Laatzen in two sections in the middle of Erich-Panitz-Straße , first to Laatzen-Süd (1973), then to Rethen- Süd (1976). Finally, in 1978, a new line from Kleefeld was added along Ernst-Wiechert-Allee to the Medical University ( extended to Roderbruch in 1984 ). In addition, since the mid-1960s there was a route provision for the tram development of the large housing estate Auf der Horst in Garbsen , which, however, was only used for a light rail line in 1995/1996.

Munich

Former Munich express tram line in the area of ​​the Siedlung Am Hart stop, 1987

In the 1950s, Munich also began building a high-speed tram network, creating the external routes Würzburger Straße - Gondrellplatz (1958), Freimanner Straße - Freimanner Platz (1962), Scheidplatz  - Harthof (1963), Ratzingerplatz - Fürstenried West (1964), settlement Am Hart  - Hasenbergl Goldschmiedplatz (1964), Michaelibad  - Neuperlach North (1970) and Neuperlach North - Neuperlach Center (1973). As early as 1964, however, the concept was abandoned in favor of an independent Munich subway . Almost all sections were later replaced by this one, only the first line that was built is still part of the tram network.

Nuremberg / Fürth

Another application was the express tram between Nuremberg and Fürth , it existed from 1927 to 1939 and was marked with a red line number . The two routes built in 1938 to develop the Nazi party rally grounds are also to be regarded as express tram routes, although, as far as is known, they were not referred to as such when they were built. Coming from Frankenstrasse and Allersberger Strasse, they led with two short stretches of under- cobblestone on the one hand along Bayernstrasse to the monumental (unfinished) congress hall with today's documentation center , on the other hand along today's Münchner Strasse to the southern end of the deployment axis Große Strasse , as shown in a city map from 1938 ( not completely correct and complete).

Stuttgart

In Stuttgart and its partly still independent suburbs, the Stuttgart trams (SSB) and the city ​​tram Feuerbach (SSF) put several new lines into operation in the 1920s and 1930s , which were routed in sections like overland or express trams and as "suburb lines" were designated, so on the official city map from 1935, z. E.g. the routes Wolfbusch - Gerlingen (1926), Bad Cannstatt  - Fellbach (1929), Heslach Seilbahn (today Südheimer Platz) - Vaihingen (1929), Geroksruhe - Sillenbuch (1930) and Bad Cannstatt - Untertürkheim (between 1932 and 1935). After the Second World War, and partly as an advance payment for the expansion of the urban railway, further express tram routes were built: Sillenbuch - Heumaden (1967), Rot - Freiberg (1970) and a new route in Botnang (Regerstraße, 1977).

Vienna

In the Vienna tramway , four external routes are or were designated as express trams . These are the sections Mauer , Lange Gasse - Rodaun , Kaiser-Franz-Josef-Straße (Line 60, part of the former Hietzing - Mödling steam tramway , expanded to two tracks in 1926/1927), Rothneusiedl  - Oberlaa (formerly Line 67 , opened 1972/1974) and Tscherttegasse  - Siebenhirten (formerly line 64, opened 1979/1980). The latter two sections were integrated into the Vienna underground in 2017 and 1995 respectively . In 2013, as part of the extension of line 26 to Hausfeldstraße, an approximately one kilometer long section was built as an express tram. The trams run between the Forstnergasse and Süßenbrunner Strasse / Oberfeldgasse stops in an elevated position, regardless of individual traffic. This section is used in left-hand traffic due to a central platform at the Gewerbepark Stadlau stop. In addition, the tram director at the time, Ludwig Spängler , also referred to the Vienna Electric Stadtbahn as an express tram service in the 1920s .

literature

  • Erich Giese: Express trams. A study of the layout, the distances between stops, stops, maximum and travel speeds of rapid transit trains, trams (especially on special tracks) and high-speed trams with special consideration of the conditions in Greater Berlin . With 100 text illustrations and 4 panels. W. Moeser, Berlin 1917.
  • Ernst Biedermann: HIGH SPEED RAILWAYS. A new means of transport for developing urban suburbs . In: Technology and Economy . 10th year, no. September 9 , 1917, p. 414–425 ( polsl.pl [PDF; accessed on May 26, 2019]).
  • Otto Blum, Gustav Schimpff, Wilhelm Schmidt: Urban planning. Chapter Tram, pages 281–302. In the reference library for civil engineers series, edited by Robert Otzen . Reprint 2013. Julius Springer, Berlin 1921, ISBN 978-3-662-41741-6 .
  • Karl Schaechterle: The design of the traffic systems in and around Stuttgart, in traffic engineering week, pages 389 to 410 . Berlin 1930.
  • Walther Lambert: Local railways in the big cities. Space and cost problems of vertical loosening. Research results of the Transport Science Institute at the Technical University of Stuttgart, issue 18 . Springer, Berlin / Göttingen / Heidelberg 1956, ISBN 978-3-642-52774-6 .
  • Walther Lambert / Max Feuchtinger: Traffic study on the design of local public transport in the Stuttgart area . Stuttgart 1959.
  • Manfred Zschweigert: Traffic systems for express trams . Lecture given as part of the Transport Science Days at the "Friedrich List" School of Transport. Dresden July 3rd 1974.
  • Working group for express tramway construction at Gleiwitzstraße and Stadtbahnbauamt: Stadtbahn Dortmund, Derner Straße - Scharnhorst - Grevel, construction lot Gleiwitzstraße . Likewise: Lot Karrenberg . antiquarian available, Dortmund 1976.
  • Hermann H. Saitz: City and traffic - traffic-friendly city or city-friendly traffic . In particular the chapters: The future of the express tram and the “Schnellstrassenbahn” profile . transpress, Berlin 1979, p. 192-200 .
  • Siegfried Rüger: Technology Urban Public Transport . transpress, Berlin 1984.
  • Hans Glißmeyer and collective of authors: transpress Lexikon Stadtverkehr . transpress, Berlin 1985.
  • Wolfgang Hendlmeier: From the horse-drawn train to the high-speed tram. Overview of the development of the German tram and trolleybus system with special consideration of the West German companies . Self-published, antiquarian available, Munich 1986.

Web links

Individual evidence

  1. ↑ Barbara Schmucki: The dream of traffic flow. Urban traffic planning since 1945 in a German-German comparison . Campus-Verlag, Frankfurt am Main 2001, ISBN 978-3-593-36729-3 , p. 176-178 .
  2. ^ A b c Holger Orb, Tilo Schütz: Tram for all of Berlin. History. Conception. Urban planning . Jaron Verlag, Berlin 2000, ISBN 3-89773-024-3 , p. 44-47 .
  3. ^ Hermann H. Saitz: City and traffic - traffic-friendly city or city-friendly traffic . transpress, Berlin 1979, p. 194-195 .
  4. ↑ Express trams . In: New Germany . September 18, 1976, p. 13 .
  5. ↑ a b c Ernst Biedermann: SCHNELLSTRASZENBAHNEN. A new means of transport for developing urban suburbs . In: Technology and Economy . 10th year, no. September 9 , 1917, p. 414–425 ( polsl.pl [PDF; accessed on May 26, 2019]).
  6. ↑ Hans Glissmeyer and authors: transpress lexicon city traffic . transpress, Berlin 1985, p. 319 .
  7. ^ Alfred B. Gottwaldt: Trambahn Album . 2nd Edition. Motorbuch Verlag, Stuttgart 1992, ISBN 3-613-01296-0 , p. 36 .
  8. ^ Andreas Biermann, Hans-Christian Kaiser: The tram to Hellersdorf . In: Verkehrsgeschichtliche Blätter . No. 4 , 1991, pp. 93-95 .
  9. ^ Erich Giese: Schnellstrassenbahnen . W. Moeser, Berlin 1917.
  10. ^ Erich Giese: Schnellstrassenbahnen . W. Moeser, Berlin 1917, p. 69 .
  11. ^ Richard Petersen: The transport tasks of the association Greater Berlin . Lecture given at the Schinkel Festival of the Berlin Architects' Association on March 13, 1911. Carl Heymanns Verlag, Berlin 1911.
  12. ^ Reinhard Schulz: Tram in turbulent times. Berlin and its trams between 1920 and 1945 (part 1) . In: Verkehrsgeschichtliche Blätter . No. 4 , 2005, p. 94-110 .
  13. ^ Holger Orb, Tilo Schütz: Tram for all of Berlin. History. Conception. Urban planning . Jaron Verlag, Berlin 2000, ISBN 3-89773-024-3 , p. 48-55 .
  14. ^ Holger Orb, Tilo Schütz: Tram for all of Berlin. History. Conception. Urban planning . Jaron Verlag, Berlin 2000, ISBN 3-89773-024-3 , p. 28-31 .
  15. ^ Ural calendar: The history of traffic planning in Berlin . In: Archives for the History of Roads and Transportation . tape 24 . FGSV-Verlag, Cologne 2012, ISBN 978-3-941790-67-4 , p. 458-463 .
  16. ^ A b Alexander Seefeldt, Manfred Weber: Underground to Marzahn. Urban rapid transit planning in East Berlin 1949–1989 (Part 2) . In: Verkehrsgeschichtliche Blätter . No. 3 , 1997, p. 66-69 .
  17. ^ Ural calendar: The history of traffic planning in Berlin . In: Archives for the History of Roads and Transportation . tape 24 . FGSV-Verlag, Cologne 2012, ISBN 978-3-941790-67-4 , p. 463-466 .
  18. ^ Ural calendar: The history of traffic planning in Berlin . In: Archives for the History of Roads and Transportation . tape 24 . FGSV-Verlag, Cologne 2012, ISBN 978-3-941790-67-4 , p. 466-472 .
  19. ^ Ural calendar: The history of traffic planning in Berlin . In: Archives for the History of Roads and Transportation . tape 24 . FGSV-Verlag, Cologne 2012, ISBN 978-3-941790-67-4 , p. 472-475 .
  20. ^ Holger Orb, Tilo Schütz: Tram for all of Berlin. History. Conception. Urban planning . Jaron Verlag, Berlin 2000, ISBN 3-89773-024-3 , p. 32-33 .
  21. ↑ Michael Günther: 25 years ago: Tatra-Bahnen to Marzahn. New tram lines in the north-east of Berlin (part 2) . In: Verkehrsgeschichtliche Blätter . No. 5 , 2004, p. 130-141 .
  22. ↑ Günter Stetza: Grandpa's tram is dead - but the modern tram is alive. Balance of the 1960s: New tram routes in numerous cities . In: The structure. Citizen and City . 24th year, no. 2 . Bremen June 1970 ( aufbaugemeinschaft-bremen.de [PDF; accessed on June 2, 2019]).
  23. ^ Dieter Höltge: Trams and light rail vehicles in Germany . tape 4 : Ruhr area. From Dortmund to Duisburg. EK-Verlag, Freiburg 1994, ISBN 3-88255-334-0 , p. 114 .
  24. ^ Dieter Höltge: Trams and light rail vehicles in Germany . tape 4 : Ruhr area. From Dortmund to Duisburg. EK-Verlag, Freiburg 1994, ISBN 3-88255-334-0 , p. 115-116 .
  25. ↑ Robert Schwandl: Dortmund. In: urbanrail.net. Retrieved May 25, 2019 .
  26. ↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram . Junius Verlag, Dresden 2007, ISBN 978-3-88506-018-5 , p. 91-102 .
  27. ^ Ludger K .: Back then in Dresden. In: Drehscheibe-online.de. Retrieved July 13, 2019 .
  28. ^ Hellmut Hartmann: Trams in the Ruhr area. The network that connects 20 cities . alba, Düsseldorf 1975, ISBN 3-87094-312-2 , p. 100-101 .
  29. ^ VRR network timetable area 7 (Düsseldorf and the surrounding area) 1982/1983.
  30. ^ Hermann Biermann: The tram in Frillendorf . In: Essener Verkehrs-AG (Hrsg.): One hundred years in Essen on wire - the tram . Klartext Verlag, Essen 1993, p. 116-119 .
  31. ^ Hans Ahlbrecht: Light rail instead of tram? In: Essener Verkehrs-AG (Hrsg.): One hundred years in Essen on wire - the tram . Klartext Verlag, Essen 1993, p. 140-143 .
  32. ↑ Martin Pabst: Grüß Gott and Ade - Munich's express tram, fragments of an idea . In: Local transport in Munich. Bavaria's metropolis. Tram magazine . Special 2. GeraNova, Munich 1997, ISBN 3-89724-500-0 .
  33. ↑ Nuremberg city map . 1938 ( landkartenarchiv.de [accessed on May 25, 2019]).
  34. ↑ Stuttgart city map . 1935 ( landkartenarchiv.de [accessed on June 3, 2019]).
  35. ^ Ludwig Spängler: The Viennese electric light rail . In: Electrotechnical Journal . No. 39 . Julius Springer Verlag, Berlin 1927 ( digitized on Commons [PDF]).