Cöpenick municipal tram
The Städtische Straßenbahn Cöpenick ( SSC ) was a tram company in the then still independent city of Cöpenick . Founded in 1882 as the Cöpenicker Horse Railway (CPfE) , the company was renamed with electrification in 1903. The purchase of the Friedrichshagen tram in 1906 was followed by extensions to the communities of Mahlsdorf , Grünau and Adlershof between 1907 and 1912 . In 1920, as part of the Greater Berlin Act , the SSC was absorbed into the Berlin tram (BSt), which provided a track connection to the rest of the tram network until 1925.
The network formerly operated by the Cöpenick tram, together with the Schmöckwitz – Grünauer Uferbahn and the Adlershof – Altglienicke tram, which was closed in 1993, forms the Köpenick subnet within the Berlin tram network . The sub-network character is expressed, among other things, by the line numbers in the 60s range, up to 1993 mainly in the 80s range. With the exception of a few short sections, all routes previously used by the SSC are still served.
Beginnings as a horse tram
Cöpenick ( written as Köpenick from December 30, 1930 ) received its first train station in 1842 with the opening of the Berlin – Frankfurt (Oder) line of the Berlin-Frankfurt Railway Company. The Cöpenick train station was almost two kilometers outside the city at the confluence of the Spree and Dahme rivers on a connection route to Mahlsdorf . The Dammvorstadt was built along the way, later Bahnhofstrasse . In 1866, the Berlin-Görlitzer Eisenbahn-Gesellschaft opened the Berlin – Cottbus – Görlitz line past Adlershof and Grünau , and in 1873 the Spindler laundry was built near the Köllnische suburb and the associated Spindlersfeld settlement.
Between the city and the train stations of Cöpenick and Adlershof there was a need for transport that was initially served by a horse-drawn bus. The departure times of the wagons were based on those of the railroad. While the connection from Schloßplatz to Adlershof was described as unreliable, the connection to Cöpenick station formed the basis for the later horse-drawn tram. The suburban traffic on the route from Berlin to Cöpenick increased so much that from 1876 the Prussian State Railways started running additional suburban trains between the two cities.
One of the first plans for a tram in Cöpenick was a project that envisaged a horse-drawn tram to the Molkenmarkt in Berlin with a total length of around 18 kilometers. The enormous length for horse-drawn trams as well as the expected high costs meant that the project was abandoned again.
In 1882 the city decided to build a horse-drawn tram on the 1.8 kilometer stretch from Schloßplatz to Cöpenick station as a replacement for the existing bus. The city took over the construction itself, the required wagons were taken over by the Cöpenicker Horse Railway used by the New Berlin Horse Railway (NBPf) and the Great Berlin Horse Railway (GBPfE); the total cost was 32,187 marks (converted and adjusted for inflation approx. 239,000 euros). The town initially leased the horse-drawn tram operation to haulage contractor Oskar Weber, and from 1884 haulage contractor August Neuendorf took over the operation for an annual fee of 1,500 marks.
On October 18, 1882 the Cöpenicker horse tram was opened. For the route from the train station at today's Elcknerplatz over the still wooden dam bridge to the Schloßplatz, the train took 17 minutes. As with the omnibus, the departure times were based on those of the suburban trains, with the Cöpenicker Horse Railway making 16 trips a day.
The replacement of the dam bridge with a stone construction in 1892 made it possible to reduce the timetable to 31 trips per day, as there were no longer any waiting times in front of the old drawbridge. In 1895 the line was therefore expanded to two tracks. In the same year, the city left the management of the railway to Vering & Waechter , who presumably leased it to Neuendorf. By 1902, the number of daily trips increased to 52.
Electrification and first network expansion
The increasing traffic on the railway led the horse-drawn tram to its load limit, so that at the turn of the century there were calls for electrification. In particular, the opening of line I operated by the Berlin Ostbahnen from the Niederschöneweide-Johannisthal station to Sadowa (at the level of today's Alte Försterei ) on the border with Cöpenick on December 15, 1901 is said to have ultimately led to the electrification decision.
The existing route was extended by around two kilometers from Schloßplatz via Grünstraße, Kietzer Straße and Müggelheimer Straße to Marienstraße (today Wendenschloßstraße ), where the city had a new depot built. The electrical equipment was taken over by the Allgemeine Electrizitäts-Gesellschaft (AEG), which equipped the railway with lyra bars for overhead line operation . With the opening of electrical operations on August 11, 1903, the name was changed to Städtische Straßenbahn Cöpenick . Since the city also took over the management, the municipality of Cöpenick set up a tram commission for this purpose.
|Bf Cöpenick - Schloßplatz - Marienstraße and Charlottenstraße (- Wendenschloß )||15-20
|Bf Cöpenick - Schloßplatz - Köllnischer Platz - Bf Spindlersfeld||30th||4.7|
|Bf Spindlersfeld - Köllnischer Platz - Schloßplatz - Marienstraße corner Charlottenstraße (- Wendenschloß)||60
(9 times a day)
Two more line openings followed by the end of 1903. On October 2, 1903, a branch line from Schloßplatz via Lange Brücke , Köllnischer Platz and Berliner Straße to the Spindlersfeld train station and from the depot via Marienstraße to the outskirts of Wendenschloß at Eichhornstraße (now Lienhardweg) went into operation. The latter was extended on December 28, 1903 along Rückertstraße (today Wendenschloßstraße) to Schillerstraße (today Ekhofstraße). The network of the Cöpenick tram was thus enlarged to a route length of 6.85 kilometers. There were initially three lines in operation, which were identified by means of colored signal boards. The meeting point of all lines was the Schlossplatz.
On December 4, 1904, the Berliner Ostbahnen extended their line I by a few hundred meters to the intersection of Bahnhofstrasse and Lindenstrasse. There was no track connection to the Cöpenick tram.
Connection to Friedrichshagen and second network expansion
In 1906 the city of Cöpenick acquired the Friedrichshagen parish horse tram, which opened in 1891 . By the end of the year, electrification and re-gauging of the railway to standard gauge and the connection of both networks took place. The new connecting route began at the intersection of Bahnhofstrasse and Kaiser-Wilhelm-Strasse (today Seelenbinderstrasse) and continued via Bellevuestrasse and Berliner Strasse to Hirschgarten. There it branched into a north branch to Friedrichshagen train station and a south branch to the ferry stop at the southern end of Friedrichstraße (today Bölschestraße ). The electric tram began operating in Friedrichshagen on December 16, 1906, and the connection to Cöpenick went into operation six days later. The city of Cöpenick paid an annual contribution of 2,000 marks (from 1912 3,000 marks) to the municipality of Friedrichshagen for the operation.
With the expansion to Friedrichshagen, the SSC introduced numbers for identification on its lines. The existing three lines kept their colored signal boards for a while. Line 4 was set up as a successor to the Friedrichshagen tram from Friedrichshagen station to the waterworks, line 5 from Friedrichshagen station to Cöpenick station, and lines 6 and 7, which ran from the depot and Spindlersfeld station to Friedrichshagen station. With the exception of line 4, the lines within Friedrichshagen were looped. Line 5 was discontinued in 1907 because it ran parallel to the suburban trains.
On May 10, 1907, the single-track line went into operation as an extension of Bahnhofstrasse from Cöpenick station via Mahlsdorfer Strasse, Cöpenicker Allee (today Hultschiner Damm ), Cöpenicker Strasse and Bahnhofstrasse (both today Hönower Strasse ) to Mahlsdorf station on the Ostbahn . The Cöpenick city parliament decided to build the railway, but many citizens of Cöpenick disdained it as an "unprofitable desert railway". The SSC initially did not serve the 6.7-kilometer route continuously, line 2 was extended from Cöpenick station to Mahlsdorf-Süd, Hubertus, from where pendulum line 8 served the further section. On October 1, 1907, line 1 took over the tasks of line 8. The connection between Wendenschloß and Spindlersfeld provided by line 3 was thinned to an hourly Sunday service at the same time due to a lack of demand; During the day, a separate car ran between Spindlersfeld and the depot for the workers of the then largest German laundry company W. Spindler . As of July 11, 1909, the service on Sundays was limited to the afternoons.
On November 4, 1908, the section from Köllnischer Platz via Grünauer Strasse to the Cöpenick city limits at Pestalozzistrasse went into operation. The route was extended on June 11, 1909 via Cöpenicker Straße (today Regattastraße) and Wilhelmstraße (today water sports avenue) to Grünau (Mark) station. Line 2 took over the service. On June 20, a short branch line in Wilhelmstrasse was extended to the ferry to Wendenschloß. On Sundays there was a shuttle line between Grünau station and the ferry, for which separate tickets were issued until it was discontinued in August 1914. The final stop was initially on the south side of the street by the eagle frame at the station building and was moved back to Wilhelmstrasse on December 20, 1911. The old systems were taken over by the Schmöckwitz – Grünauer Uferbahn , which is currently under construction , and there was no track connection between the two lines. From July 1, 1909, an additional line 8 ran between Cöpenick station and Grünauer Strasse. The section between Mahlsdorf-Süd and Cöpenick station was taken over by a newly established line 5 to Hirschgarten from June 15, 1909. As early as August 1, 1909, both lines were combined to form line 5 (Mahlsdorf-Süd - Grünauer Strasse). From April 6, 1912, line 2 then took over the service to Mahlsdorf-Süd, while line 5 remained as a weekday shuttle line between the Cöpenick station and Mahlsdorf-Süd.
On line 1, which has been running every half hour since 1908, an amplifier line 10 was set up between the Cöpenick station and the depot or Wendenschloß from the summer of 1909.
In March 1910, the SSC again introduced colored signal boards and colored directional signs.
The last route extension under the direction of the SSC went into operation on September 29, 1912. In 1906 the city of Cöpenick and the municipality of Adlershof signed a contract for the construction and operation of a tram between the two places. Since the railway also touched the forest-fiscal area, additional negotiations had to be conducted. The opening was delayed again because the delivery of the rails was delayed. Adlershof was three years with a before connecting to Cöpenick since June 5, 1909 lines of Teltower circular paths with Altglienicke connected. On December 19, 1912, the two lines were connected so that the Teltower Kreisbahnen wagons could be serviced in the Cöpenicker depot. Line 5 took over the service, which went to Mahlsdorf-Süd on weekdays and to Cöpenick station on Sundays.
The route length of the Cöpenick tram network was 27.4 kilometers.
From October 1, 1913, every second car on line 2 ended up in late traffic on Grünauer Strasse, these cars were run by SSC as route 8. Two and a half months later, the line disappeared again from the scheme.
Zweckverband and First World War
|line||Signal board||course||Wagon sequence
|1||Mahlsdorf train station - Mahlsdorf-Süd, Hubertus - Cöpenick train station - Schloßplatz - Marienstraße at the corner of Charlottenstraße - Wendenschloß||30th||12.2|
|2||Bf Cöpenick - Schloßplatz - Köllnischer Platz - Grünauer Straße - Bf Grünau||30th|
|5||Mahlsdorf-Süd, Hubertus - Cöpenick train station - Schloßplatz - Köllnischer Platz - Adlershof train station||30th|
|6th||Marienstraße at the corner of Charlottenstraße - Schloßplatz - Friedrichshagen train station||60|
|7th||Spindlersfeld train station - Köllnischer Platz - Schloßplatz - Friedrichshagen train station||60|
|10||Bf Cöpenick - Schloßplatz - Marienstraße and Charlottenstraße (- Wendenschloß)||30th||5.5|
On April 1, 1912, the Greater Berlin Association started its work, as a result of which the contracts concluded between the city of Cöpenick and the surrounding communities were transferred to it. The negotiations that were ongoing at the time regarding the takeover of the Adlershof-Altglienicker tram by the SSC and the extension of Line I of the Berlin Ostbahnen to Schloßplatz were initially stopped by the association. Other projects such as the extension of the tram from Altglienicke via Falkenberg to Grünau train station with a connection to the Cöpenick network went beyond the planning.
With the beginning of the First World War , there were the first restrictions in line operations. The transport performance initially fell noticeably, while the number of employees fell at the same time; over half of the SSC staff was drafted.
With the expansion of arms production from 1915 onwards, demand rose again. In order to remedy the shortage of staff, the SSC increasingly employed women as conductors . Passenger numbers rose to a peak of almost 10.5 million passengers by 1917. For the Cöpenick Municipal Hospital, which opened in 1913, a service line along Müggelheimer Strasse went into operation in 1915. The section was probably part of a small train planned by the city from Spindlersfeld via Müggelheim and Neu Zittau to Storkow . The sidecars 21 to 23 were converted to hospital cars . Until the end of the war they were used to transport the wounded and luggage.
|¹ The business year ran from April 1st to March 31st of the following year. For 1903/04 the period from August 11, 1903 is given.|
Various authorities urged the city to restrict operations because of the shortage of staff and coal. With the exception of line 3, which was closed in 1914, and the connection to the ferry to Wendenschloß, almost all routes could still be served. Only line 4 to the waterworks was repeatedly affected by savings due to its short length. From January 16 to 19, 1918, traffic to and from Friedrichshagen came to a standstill due to heavy snowfall and the ice on the route. While lines 6 and 7 ran again after the damage had been repaired, line 4 remained closed until February 6, 1918 due to a lack of coal.
Takeover by the Berlin tram
In 1918, the Greater Berlin Association and the City of Cöpenick signed a contract that guaranteed the association to purchase the tram. For its part, the city undertook to double-track the single-track lines if required.
On October 1, 1920 on April 27 from the stepped Prussian Parliament adopted Greater Berlin Act into force. The city of Cöpenick, which was incorporated into Berlin with the surrounding communities , now formed the center of the new administrative district of Cöpenick . Mahlsdorf came as a district to the Lichtenberg district . The city tram passed into the possession of the city of Berlin and was taken over by the Berlin tram in December 1920 .
The line numbers were retained until July 1, 1921, on the tickets the designation Cöp 1 , Cöp 2 etc. was given to distinguish them. Line 183 took the place of line 1, line 2 became 86, line 4 continued to operate as line 85 and lines 5 to 7 were combined to form line 84, with a route from Friedrichshagen station via Adlershof station to Altglienicke Church , including the Line of the former Teltower Kreisbahnen. The advancing inflation at that time led to a drastic increase in both fares and costs. The Berlin tram was therefore considering completely ceasing operations in Cöpenick and other suburbs in October 1922.
On December 1, 1922, lines 183 and 184 were given the numbers 83 and 84, respectively, and line 85 was discontinued on the same day. The branch to the Friedrichshagen waterworks remained without traffic until 1923.
Further network development
By around 1922, the operation was converted to overhead lines with roller pantographs in order to adapt the system to that of the former Great Berlin Tram , the routes of which made up the majority of the Berlin tram network.
From March 5, 1925, line 87 ran regularly from the Cöpenick station to the Cöpenick hospital. On May 31, 1925, it was linked to the rest of Berlin's tram network and merged with the western section of the line, also known as line 87, to the intersection of Behrenstrasse and Markgrafenstrasse in the Mitte district . In the same year, a track connection to the Schmöckwitz-Grünauer Uferbahn was built at Grünau station. The Berlin tram combined line 86 with connecting line 186 to Schmöckwitz on May 15, 1926.
To relieve the single-track section in Grünstraße between Schloßplatz and Kietzer Straße, a bypass via the northern Kietzer Straße and Kirchstraße to Schloßstraße (today Alt-Köpenick) went into operation. From then on, the lines in the direction of Lindenstrasse used this section, the lines to Schloßplatz continued to take the old route over Schloßstrasse. The second track in Schloßstraße initially remained and was later expanded.
At the end of the new line construction, the tram from Friedrichshagen station to Rahnsdorf was built . Further projects, including the extension from the Friedrichshagen waterworks via Rahnsdorf to Erkner , from the hospital to Müggelheim and the takeover of the Schöneiche – Kalkberge tram, which had existed since 1910 , did not materialize.
The most recent expansion in the Köpenick area was the extension of the tram from Adlershof S-Bahn station to the Adlershof Science City (Karl-Ziegler-Straße) on September 4, 2011; the continuation towards Schöneweide S-Bahn station is also planned until 2016/17. Another plan provides for the relocation of the tram from Müggelheimer Damm to Pablo-Neruda-Straße, which will give the Salvador-Allende district and the hospital better access to local public transport . The residents are critical of an expansion, as they fear higher noise pollution from the tram. The Berlin Senate stopped the project in July 2001.
Most of the Köpenick lines still operate on their traditional routes today, albeit under a different line number. Since the network reform in May 1993, the lines have received numbers in the 60 range, the last major change took place in December 2004. Line 62, formerly line 83, has been running between Wendenschloß and Mahlsdorf station since 1908, making it the Berlin tram line with the oldest unchanged lines.
According to the rural settlement of the tram catchment area, the routes were mostly single-track. They were either paved in the subgrade or, where space allowed, on the side of the road. On some external routes, for example to Mahlsdorf, the roads used were still unpaved.
The horse-drawn railway line opened in 1882 was initially single-track and received its second track in 1895. The lines to Wendenschloß and Spindlersfeld, opened in 1903, were double-tracked from the start, with the exception of a short section in Grünstraße and Kietzer Straße. The same applied to the connecting routes to Friedrichshagen opened in 1906. The tram in Friedrichshagener Friedrichstraße was single-track until 1894, the extension to the waterworks that was put into operation the following year is still today.
The line to Mahlsdorf had four turnouts when it opened, and in 1912 the SSC expanded the section to Hubertus to two tracks.
The Grünau route was also predominantly single-track, with a longer double-track section located here on Wilhelmstrasse. In 1975, BVB expanded the line to consist of two tracks; In the curve between the water sports avenue and the regatta road, a loop of track was created due to the unfavorable curve radii , which was removed in 1989.
The line to Adlershof has a longer single-track section within today's Dörpfeldstrasse, otherwise it is double-track. The tracks are located in the northeast section of Dörpfeldstraße between Waldstraße and the border with Köpenick on both sides of the carriageway.
The tram to the hospital was two-pronged from the start. The tram line to Rahnsdorf, which opened in 1929, received its second track in 1985.
To relieve the single-track section in Grünstraße, the old town loop went into operation around 1925, trains from Bahnhofstraße to Schloßplatz have since used the old tracks past the Köpenick Town Hall , trains in the opposite direction use the new tracks via Kirchstraße. To the north of the St. Laurentius City Church , both tracks are connected to each other, so that regular service could take place in all directions. In the Grünstraße there was an unusual track layout due to the limited space, in which the track leading in the direction of Müggelheimer Straße initially branches off to the left and then turns right, the track in the direction of Kirchstraße reversed accordingly.
On November 28, 2000, a track went into operation in Müggelheimer Strasse, and it was expanded to Schloßplatz in the 1980s. The track in Grünstraße went out of service on the same day. In the medium term, the installation of a second track in the opposite direction is planned, which would enable direct traffic from Müggelheimer Straße in the direction of Adlershof and Grünau without a detour through Köpenick's old town.
For the years ending at the stations or Koepenick Spindlersfeld cars were turning equipment in the Dahlwitzer (today Stellingdamm) as well as in today's Ernst-Grube-Straße. The latter had the Berlin tram expanded after 1920, and the sweeping system in Stellingdamm was expanded by BVG-Ost in September 1960 into a block bypass along Hirtestrasse to Mahlsdorfer Strasse.
The first depot of the Cöpenick tram was not far from Schloßplatz in Rudower Strasse, directly in front of the Long Bridge. The two-track hall was built in timber frame construction. The Cöpenick tram used the construction until shortly before the electrification work was completed in 1903, as the route to Spindlersfeld blocked the access. During this period, the horse-drawn tram cars were parked on Grünstraße. From 1903 to 1913, the Cöpenick hospital first used the premises, then a girls' school.
The horses were housed with the respective tenant.
For electrical operation, a new tram station was built in 1903 on Marienstraße according to plans by Hugo Kinzer . The site at Marienstraße 50-52 (today Wendenschloßstraße 138) had been owned by the city since 1877 and previously belonged to the Charité . Initially, a four-track wagon hall for 20 wagons went into operation, followed by an administration building in 1904 and a two-track hall in the rear of the depot in 1906. In 1910 a large two-aisled wagon hall with twelve tracks for 80 wagons was built next to it and the old wagon hall served as an assembly hall from then on. With the takeover by the BSt, the depot was continued as Hof 26, from 1935 the BVG introduced the abbreviation Köp for the depot, which is still valid today . In the 1970s, the yard was to be closed together with the Nalepastraße depot and a replacement was to be built in the street An der Wuhlheide , as there was enough open space there for expansion. With the construction of the new development areas in Hohenschönhausen , Hellersdorf and Marzahn at the end of the 1970s and the beginning of the 1980s, however, there was a shift in traffic to these areas, which meant that the plans in favor of a depot in Marzahn were abandoned.
In the 1990s, the building was renovated in accordance with the listed building standards.
The Köpenick depot is still home to most of the cars in Köpenick.
Power supply and withdrawal
The Cöpenick tram was set up for overhead line operation with bracket pantographs. The electrical equipment for this was supplied by AEG, while the railway obtained the necessary electricity from the Oberschöneweide headquarters of the Berlin electricity company . The three-phase current was distributed to several substations, where it was converted to 550 volts direct current . A substation at Platz des 23. April (Bahnhofstrasse corner Lindenstrasse) has been preserved as a monument. On its ground floor there was also a waiting room for the tram and a toilet facility, which are no longer used today. Around 1990 the waiting hall served as a room for the BVB dispatchers .
Around 1922 the catenary systems were converted for operation with roller pantographs. After the Second World War , the Berliner Verkehrs-Betriebe decided to retrofit again to use a bracket (pantograph). The conversion took place independently of one another in both halves of the city. In Köpenick this process dragged on from October 1951 to June 1955.
From the time the horse-drawn tram opened, a single tariff of 10 pfennigs was applied, children paid half of it. The tariff did not change with the expansion of the network in 1903, but did entitle you to change trains at Schloßplatz on working days.
After taking over the Friedrichshagen tram, the SSC issued tickets at a price of 15 Pfennig (children 10 Pfennig), which were valid for the journey between Cöpenick and Friedrichshagen. The old price remained within the locations. There were also increased tariffs for the extensions to Mahlsdorf and Grünau. For the line from Grünau train station to the ferry, the SSC issued special tickets at a price of 10 pfennig (children 5 pfennig), which also entitle them to use the ferry to Wendenschloß.
On January 3, 1910, a major tariff change came into force. The right to transfer was extended next to the Schloßplatz to the stops Bahnhof Cöpenick, Bahnhofstraße corner Kaiser-Wilhelm-Straße, Friedrichstraße corner Seestraße and Mahlsdorf-Süd, but from now on it was only allowed for a surcharge of 5 Pfennig and only on working days. At the same time, the SSC offered monthly tickets at 5.00 marks (with a maximum of two journeys per day at 10 pfennigs), weekly tickets at 75 pfennigs (with a maximum of two journeys per day at 10 pfennigs) and weekly tickets at 90 pfennigs (with a maximum of two journeys per day) the other routes).
Presumably at the beginning of the First World War, a standard tariff of 10 pfennigs was applied. It was increased to 15 pfennigs on July 1, 1918, from September 7, 1919 the fare was 25 pfennigs, from May 21, 1920 it was 50 pfennigs.
After the takeover by the Berlin tram, a separate suburban tariff remained on the Cöpenicker lines as well as on the former Spandau urban tram and the tram of the municipality of Heiligensee an der Havel . From January 15, 1921, the Berlin tram issued a transfer ticket at a price of 1.20 marks, which was increased to 1.50 marks on March 3, 1921. At the same time, the standard tariff was now 80 pfennigs, while those who switched within Cöpenick paid 1.00 marks.
From December 1, 1921, the transfer ticket cost 1.50 marks, but the BSt no longer issued tickets for a single journey within Cöpenick. They were replaced by trading cards for eight trips at a total price of 10.00 marks, from February 4, 1922 at a price of 14.00 marks, on April 13, 1922 the price was 22.00 marks. From June 22, 1922, the BSt again issued single tickets for the suburban railways, the fare was at 3.00 marks when it was introduced and rose to 8.00 marks by September 23, 1922.
From this time on, the increases took place at ever shorter intervals, so that the BSt soon refrained from specifying the fares on the tickets. One month after the collapse of the Berlin tram on September 8, 1923, the new Berliner Straßenbahn-Betriebs-Gesellschaft introduced a new standard tariff, the special tariff was canceled at the same time.
The rolling stock of the Cöpenicker tram consisted exclusively of two-axle vehicles. A total of 61 vehicles were used, including seven horse-drawn trams, 32 railcars, 24 trailer cars and one work railcar. Three horse-drawn tram cars were converted for electrical operation in 1903. The cars had electric brakes and were coupled to one another by round bars.
The cars were initially given a two-tone ivory paintwork with fir-green side walls below the windows. The car number was written in the middle on the side walls and at the ends of the car. The lettering Cöpenicker Strassenbahn was written underneath . From February 1912 the cars were painted completely in ivory. Instead of the car number on the side, Cöpenick's coat of arms was emblazoned . The lettering was changed to Städtische Strassenbahn Cöpenick .
CPfE took over the horse-drawn carriages used from the Neue Berliner Pferdebahn (NBPf) and the Great Berlin Horse Railway (GBPfE). Two of the NBPf cars were previously used as perambulator cars for mixed operation on rail and road. With the exception of a two-horse deck seat car, it was a single-deck monoplane. Cars 5 to 7 continued to be used after 1903 under the new numbers 11 to 13.
In 1903, the CPfE / SSC ordered ten three-wing motor vehicles and two eight-window sidecars from Waggonfabrik Act. Ges. Vorm. P. Herbrand & Cie. in Cologne-Ehrenfeld . The railcars had chassis of the Neu-Berolina type and were thus similar to the Berolina cars used by the Great Berlin Tram at the same time . The sidecars were designed as so-called summer-winter cars with removable window panes.
With the constant expansion of the network, the number of wagons is also growing continuously. The preferred supplier is the Herbrand Waggonfabrik, whose three-winged railcars and sidecars are structurally similar. The cars have open entry platforms , and in 1907 a railcar was given glazing.
In 1912/13, Lindner delivered another eight powered and two six-window sidecars with closed platforms in Halle-Ammendorf . In the same year, the SSC put an explosive car into operation to clean the grooved rails , which could also be used on the unpaved routes from 1914.
Sidecar 40 was another loner. The Metropol car was built by Herbrand in 1899 and was used by the Friedrichshagen tram until 1906. It was the only car to be taken over by the Cöpenick tram and retired in 1925.
All of the cars were incorporated into the BSt in 1920 and given new car numbers. The railcars initially continued to run under the numbers 4199 to 4222, the sidecars with the numbers 1554 to 1577. A majority of the railcars were converted to sidecars during the 1920s, the others were added to the stock of work cars. By the early 1930s, most of the Cöpenick wagons had been retired. The suction car A62 (ex SSC 57) was destroyed in the Second World War, parts of the car that could still be used were possibly used for the construction of the suction car A29 II . The A165 work car came from the series supplied by Lindner in 1913 and was one of two mobile library cars from the Berliner Verkehrs-Betriebe in 1952. It was decommissioned in 1974.
The following table gives a tabular overview of the vehicles used by the CPfE and SSC. If available, the year of construction, manufacturer, the wagon number, number of side windows between the platforms, the number of axles and the wagon number are given to the BSt. In the Comments column, further information and the whereabouts of the vehicles are given. In the table, horse-drawn tram cars are listed first, then the electric multiple units and sidecars with ascending numbering.
|Construction year||Manufacturer||CPfE / SSC
|1876||Hamburger Wagenbauanstalt||1 + 2||5||2 ×||-||Einspänner , ex NBPf 2 + 3; Retired in 1901/03|
|1882||Herbrand||3||6th||2 ×||-||Deck seat car; ex NBPf 72; Retired in 1903|
|1881||4th||5||2 ×||-||Einspänner, ex GBPfE; Retired in 1903|
|1884||Herbrand||5-7||4th||2 ×||1554-1556||Einspänner, ex GBPfE; 1903 converted to Bw 11–13 (see below)|
|1903||Herbrand||1-10||3||2 ×||4191-4200||1925 conversion to Bw 1769 + 1770, Bw 1828–1832 and A275 – A277|
|1906/07||Herbrand||24-37||3||2 ×||4201-4214||1925 Conversion to Bw 1771–1774, Bw 1827, Bw 1833 + 1834, A49 and Bw 1835–1840|
|1912/13||Lindner||49-56||6th||2 ×||4215-4222||1925 conversion to ATw (including A148, A149, A152, A164, A165); 1952 conversion of A165 to library car B1, retired in 1974|
|1913||57||2 ×||A62||Explosive units; Loss of war|
|1884||Herbrand||11-13||2 ×||1554-1556||ex CPfE 5-7; Retired in 1925 (see above)|
|1903||Herbrand||14 + 15||8th||2 ×||1557 + 1558||Retired in 1928|
|1906||Herbrand||16-19||3||2 ×||1559-1562||Retired in 1925/26|
|1906||Herbrand||20-23||3||2 ×||1563-1566||Retired in 1925/26|
|1907||Herbrand||38 + 39||3||2 ×||1567 + 1568||Retired in 1926|
|1899||Herbrand||40||5||2 ×||1569||ex Friedrichshagen 7; Retired in 1925|
|1912||Herbrand||41-46||3||2 ×||1570-1575||Retired in 1925|
|1913||Lindner||47 + 48||6th||2 ×||1576-1577||Retired in 1929|
None of the SSC vehicles have survived. As a historical vehicle of Historic Transport Preservation Society Berlin a replica of the railcar 10 is obtained, which last ran as a working railcar A277. The A277 II work car , a former U3l car that was converted from a Berolina rail car in the early 1920s, served as the donor car . It thus has roughly the same dimensions as the Cöpenicker railcar. On June 21, 1969, it was presented as the first traditional car on the occasion of the “Köpenicker Summer” festival week. The railcar is drivable and is used for various special trips.
- Monument Preservation Association Berlin (Ed.): Tram history (s). 100 years of "electrical" in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 .
- Heinz Jung, Wolfgang Kramer: The tram in Cöpenick . In: Berliner Verkehrsblätter . Issues 3, 4, 6, 7, 8 from 1957; Issue 12/1964.
- Uwe Kerl, Wolfgang Kramer: 100 years of electricity thanks to Cöpenick. The history of the Cöpenick tram . In: Berliner Verkehrsblätter . Issues 8, 9, 2003.
- Markus Jurcizek from Lisone: The Cöpenicker tram. In: Berlin traffic pages. April 2006, accessed January 2, 2010 .
- Route map of the SSC around 1912
- Heinz Jung, Wolfgang Kramer: The tram in Cöpenick . In: Berliner Verkehrsblätter . Volume 3, 1957, pp. 11 .
- Monument Preservation Association for Nahverkehr Berlin (ed.): Tram Geschichte (n). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 12-16 .
- 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 .
- Monument Preservation Association Berlin (Ed.): Tram Geschichte (n). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 20-22 .
- Monument Preservation Association for Nahverkehr Berlin (ed.): Tram history (n). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 23-25 .
- Heinz Jung, Wolfgang Kramer: The tram in Cöpenick . In: Berliner Verkehrsblätter . Volume 4, 1957, pp. 17 .
- Heinz Jung, Wolfgang Kramer: The tram in Cöpenick . In: Berliner Verkehrsblätter . Issue 12, 1964, pp. 149-157 .
- Uwe Kerl: corrections and additions. 100 years electric by Cöpenick . In: Berliner Verkehrsblätter . Issue 12, 2003, pp. 229 .
- Monument Preservation Association Berlin (Ed.): Tram Geschichte (n). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 73-79 .
- Monument Preservation Association for Nahverkehr Berlin (Hrsg.): Tram Geschichte (n). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 28-33 .
- Monument Preservation Association for Nahverkehr Berlin (ed.): Tram history (n). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 34-37 .
- Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 7-34 .
- 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 .
- Heinz Jung, Wolfgang Kramer: The tram in Cöpenick . In: Berliner Verkehrsblätter . Volume 6, 1957, pp. 25 .
- Monument Preservation Association Berlin (Ed.): Tram Geschichte (n). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 38-39 .
- Karl-Heinz Schreck: The tram of the community Heiligensee. 2nd part . In: Berliner Verkehrsblätter . Volume 6, 1988, pp. 123-135 .
- Heinz Jung, Wolfgang Kramer: The tram in Cöpenick . In: Berliner Verkehrsblätter . Issue 7, 1957, pp. 29 .
- Reinhard Schulz: Von der Rolle ... On the history of the overhead contact line and power collection systems in Berlin trams . In: Verkehrsgeschichtliche Blätter . Issue 1, 2003, pp. 2-13 .
- Ivo Köhler: Tram history (s). Railways to Schöneiche and Rüdersdorf . Ed .: Monument Preservation Association for Local Transport Berlin. Verlag GVE, Berlin 1997, ISBN 3-89218-047-4 , p. 19-31 .
- Peter Neumann: Senate is planning further tram routes . In: Berliner Zeitung . September 5, 2011 ( full text ).
- Karin Schmidl: The tram is undesirable . In: Berliner Zeitung . July 12, 2000 ( full text ).
- Karin Schmidl: Planning for the tram stopped . In: Berliner Zeitung . July 9, 2001 ( full text ).
- Sigurd Hilkenbach, Wolfgang Kramer: The tram traffic Berlin (BVG-Ost / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 15-21 .
- Peer Hauschild: Berlin tram lines. Line 86: S-Bahnhof Köpenick – Alt-Schmöckwitz . In: Verkehrsgeschichtliche Blätter . Volume 2, 1990, pp. 32-38 .
- Joachim Kubig: The Remise in the school yard. Old carriage hall of the former Cöpenick horse-drawn railway discovered . In: Verkehrsgeschichtliche Blätter . Volume 4, 2009, pp. 107-108 .
- Monument Preservation Association for Nahverkehr Berlin (ed.): Tram history (n). 100 years of »Electric« in Köpenick . Verlag GVE, Berlin 2003, ISBN 3-89218-082-2 , p. 66-69 .
- Sigurd Hilkenbach, Wolfgang Kramer: The tram of the Berliner Verkehrsbetrieb (BVG-Ost / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 80-83 .
- Entry in the Berlin State Monument List
- Sigurd Hilkenbach, Wolfgang Kramer: The tram Berlin transport operation (BVG-Ost / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 50-58 .
- Heinz Jung, Wolfgang Kramer: The tram in Cöpenick . In: Berliner Verkehrsblätter . Issue 8, 1957, pp. 33 .
- Ingo Hoffmann: Cöpenicker tram. Retrieved January 2, 2010 .
- Sigurd Hilkenbach, Wolfgang Kramer: The tram of the Berliner Verkehrsbetrieb (BVG-Ost / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 59-73 .
- Railcar 10 (Cöpenick type A) as it was in 1906. Monument Preservation Association Berlin, January 4, 2010, accessed on March 19, 2012 .