Adlershof – Altglienicke tram
| S-Bf Adlershof – Altglienicke, Am Falkenberg tram line 84 |
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| Gauge : | 1435 mm ( standard gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Power system : | 600 V = | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Adlershof – Altglienicke tram was opened in 1909 as an independent part of the Teltower Kreisbahnen (TKB) in the area of the rural communities of Adlershof and Altglienicke , which today exist as Berlin districts in the Treptow-Köpenick district . The tram ran from the Adlershof-Alt Glienicke train station (today: Berlin-Adlershof) to the Altglienicke parish church . In 1921 it was integrated into the Berlin tram network and in 1928 it was extended to the street Am Falkenberg. At the turn of the year 1992/1993 the line was closed and then largely dismantled.
history
prehistory
Since June 13, 1866, the Görlitzer Bahn has passed Altglienicke. The initially single-track railway was expanded by a second track in the 1870s, which enabled its own suburban traffic to Berlin to be set up. Although the Altglienicker church tower was only one kilometer as the crow flies from the railway, the Berlin-Görlitzer Eisenbahn-Gesellschaft set up only one stop at Adlershof, which was served from June 15, 1874. This was located on the site of today's S-Bahn station. For the Altglienicker it was a two kilometer journey to the railway.
The efforts of the rentier Wendt and the Altglienicker community leader finally led to the fact that on October 15, 1885, a stop called Glienicke was set up at the level of Cöpenicker Straße. The stop was used by around 500 to 600 people every day. After the Prussian railway administration expanded the Adlershof stop into a train station and provided it with a reception building on the north side, the Glienicke stop was closed on July 14, 1894 due to the small distance between the two stations. To compensate for this, the Adlershof station was renamed Adlershof-Glienicke (from 1901: Adlershof-Alt Glienicke).
The closure of the bus stop meant that the number of vacant apartments in Altglienicke increased from around 10 to 12 to around 70 to 80, as the residents preferred to move to the nearby Adlershof despite the higher rents there. The community criticized that the Adlershof station would not be sufficient as a station for the communities of Adlershof, Altglienicke and Rudow with a combined population of over 10,000. The Altglienicker also complained about the condition of the roads that touched the village; With the exception of Köpenicker Strasse, which was expanded into a Kunststrasse in 1884 , the other traffic routes were unpaved.
Construction of the tram and operation by the Teltower Kreisbahnen
Due to the inadequate transport links, the municipality looked for another way. From 1897 the first plans for a tram to Adlershof-Alt Glienicke station came up. The Prussian State Railways opposed this plan, however, as the Görlitzer Bahn should have been crossed at the same level. Only with the construction of the Teltow Canal did it become possible to build it. The excavation of the canal, which touches the municipality to the north, was used to fill dams on which the Görlitzer Bahn, which was then expanded to four tracks, ran. The Köpenicker Straße as well as the other streets were now crossed with overpasses.
Even before the work on the Görlitzer Bahn was completed, the Teltower Kreisbahnen began building the tram between the station and the church. On June 5, 1909, around a month after the suburban tracks on the Görlitzer Bahn were opened, the approximately 2.3 kilometers long single-track line was opened. The construction costs amounted to 245,000 marks (adjusted for inflation in today's currency: around 1,444,000 euros). An extension via Bismarckstrasse (today: Dörpfeldstrasse) to Cöpenick (from 1931: Köpenick) was already being considered at that time. Initially, three railcars and two trailer cars were available for operation, and they took six minutes for a journey. The electrical equipment was supplied by Siemens & Halske , the current was drawn using a grinding strap at a voltage of 600 volts.
The connection to Cöpenick was established on December 19, 1912 with the extension of line 5 of the Cöpenick municipal tram (SSC) from Spindlersfeld station to Adlershof. The cars could be exchanged between the two companies via a rail link; however, the passengers still had to change trains in Adlershof.
Operation in the interwar period
On October 1, 1920, the SSC went into the newly founded Berlin tram as a result of the Greater Berlin Act . The trams subordinate to the Teltow district were taken over by the Berlin tram on April 16, 1921. On July 1, 1921, it was merged with the former Cöpenicker lines 5, 6 and 7 to form line 184, which ran from Altglienicke to Friedrichshagen . On December 1, 1922, the connection was given line number 84. In the same period, the power consumption was switched from grinding hanger to roll , but it is not known whether this already took place when the lines merged.
On December 11, 1928, line 84 from Altglienicke, Kirche was extended by about one kilometer to the intersection at Am Falkenberg and Preußenstraße. The small house settlement built after 1910 in the Preußenstrasse and Germanenstrasse area was thus connected to local public transport. An extension to Grünau station was planned at this time, but was not implemented. The tracks that had already been laid were expanded again after the Second World War.
The operation could be maintained during the Second World War until 1944 and was then replaced by buses due to the extensive damage to the overhead lines . With the demolition of the Oppenbrücke (today: Altglienicker Brücke) over the Teltow Canal on April 19, 1945, this replacement traffic also came to a standstill.
Operation from the post-war period to decommissioning
After an approximately two-year break in operation, line 84 ran from April 1, 1946 to the provisional terminus Altglienicke, Köpenicker Straße (Oppenbrücke) on the north side of the Teltow Canal. After the bridge was lifted in December 1949, it was repaired by autumn 1950. On October 14, 1950, the line was extended again to Am Falkenberg with the participation of the Altglienick population. On June 24, 1955, line 84 was the last Berlin tram line to switch from Rolle to pantographs .
The single-track route on one side of the road had led to problems, especially along the eagle frame . At the Glienicker Weg stop, where there was no siding, passengers in the direction of Altglienicke had to get off the car on the left. The doors on the right were therefore locked by the conductors for this short section. In 1962 the eagle frame was expanded to include multiple lanes and the railway was given a new route. The route now ran first through the underpass Rudower Strasse, then parallel to the railway to Köpenicker Strasse, where it continued on the old route. At the new Adlershof S-Bahn station, access to the station was created, as the old reception building had to give way to the expansion of the eagle frame.
Until 1980, only bidirectional cars operated on the line due to the lack of reversing loops. On June 2, 1980, with the completion of the Wendeschleife Am Falkenberg, the last coupling point in the East Berlin tram network was removed. Line 84 ran the route between Friedrichshagen and Altglienicke in the 1988 timetable year at 20-minute intervals during the day, which was reduced to twelve minutes during rush hour . In night traffic, line 114 ran between Johannisthal and Altglienicke every half hour. In 1988 the Berliner Verkehrsbetriebe planned to discontinue the railway, as the condition of the track made further operation impossible and the route was planned to be closed in 1990 in the course of the large-scale demolition of the tram's catchment area in favor of newly constructed prefabricated buildings. After protests from the population, the transport companies decided to make a makeshift repair of the route; during this period, traffic was idle from December 6, 1988 to April 2, 1989. The decision to demolish the district remained in place until 1989. Due to the condition of the Altglienicke Bridge, it was shut down five years later. When the bridge was closed to general traffic on January 1, 1993, the tram was withdrawn to Adlershof S-Bahn station. The tracks of the railway were almost entirely removed in the following years. Only in the former depot at Semmelweisstraße 34 (formerly: Friedrichstraße) and on the canal bridge, which was replaced by a temporary bridge opened in 1995, are track remains.
Infrastructure
Route description
From 1909, the route initially led over the Adlergestell to the corner of Glienicker Weg and Köpenicker Strasse, where it turned into the latter. Halfway up Köpenicker Strasse, the Teltow Canal was crossed over the Oppen Bridge. In the center of the village of Altglienicke there was the old terminus at the corner of Friedrichstrasse. A siding in Friedrichstrasse served to sweep the trains and as a connection to the depot.
After the extension in 1928, the stop in the Altglienicker village center was relocated to the intersection of Köpenicker Straße and Grünauer Straße. There the train turned into Grünauer Straße and followed this and the Am Falkenberg street to the final stop. The end of the coupling was initially at the intersection at Am Falkenberg and Preußenstraße, while the single-track turning loop created in 1980 was located further east immediately in front of the Berlin outer ring .
In 1962 the tram was relocated in the Adlershof area. In the course of the expansion of the eagle frame, the route from Dörpfeldstraße was led through the underpass Rudower Straße to the south side of the Görlitzer Bahn. From there, the train ran to Köpenicker Straße and then continued on the original route.
The railway was laid out on a single track. There were diversions at the old and new S-Bahn station Adlershof, at the Benzolwerk stop, in the center of Altglienicke and at the Am Falkenberg terminus. After the line was closed, the track at the S-Bahn station was used as a stump end. Since there was no transfer track, a second railcar always had to be available on the opposite track in Adlershof when traffic was carried out with a sidecar. With the commissioning of a turning loop on October 2, 1995, this complex maneuvering process became obsolete.
Depot
The vehicles were housed in a four-track wagon hall on Friedrichstrasse. The hall was closed after the Berlin tram took over TKB. The building was destroyed in World War II; There are still some remains of track on the site.
From 1912 onwards, the wagons could also be transferred to the SSC depot in Wendenschloßstraße via the rail link at Adlershof station . Most of the journeys from 1921 until the shutdown were also used from here.
Vehicle use
Island operation
The Teltower Kreisbahnen initially used three railcars and two sidecars on the route, and a third sidecar was added in 1910. All cars had open boarding platforms . The railcars with the numbers 51 to 53 were designed in 1909. In 1925 they were converted into sidecars and retired in 1929. The four-axle trailer cars 7 and 8 were designed in 1906 for the Stahnsdorf part of the TKB and transferred to Altglienicke in 1909. They were retired in 1925. The 76 sidecar delivered in 1910 remained in service until 1929.
| Construction year | Manufacturer | Numbers | from 1921 | from 1925 | Whereabouts |
|---|---|---|---|---|---|
| 1906 | Falkenried | 7 + 8 | 1763, 1764 | four-axle open sidecar retired in 1925 |
|
| 1909 | Falkenried / Siemens |
51-53 | 4323-4325 | 1841-1843 | two-axle open railcars converted to sidecars in 1925 and retired in 1929 |
| 1910 | 76 | 1762 | 1575 II | two-axle open sidecar retired in 1929 |
Vehicle use from 1921
After 1921, railcars from the former Heiligenseer tram were used on the line , some of them also from the SSC.
After the Second World War, the TD 07/25 maximum railcars stationed in Köpenick were initially used, while the BDM 26 , BM 28/35 and BM 28/37 center entry cars were preferred as sidecars . Later the line 84 was the main area of use for the two-way reko wagons of the type TZ 69, as no turning loop was available in either Altglienicke or Friedrichshagen. After the Wendeschleife Am Falkenberg was built in 1980, equipment reco cars from the Oberschöneweide depot were also used until they were closed. Up until the beginning of the 1990s, the reinforcement trains in rush hour were driven by Gothaer open- plan cars from the Köpenick depot. After they had been banned from being used on the route, Oberschöneweider Einrichtungs-Rekowagen were used for this purpose. After the Adlershof – Altglienicke section was closed, TZ 69 had to be used again. Only after the turning loop had been set up in Adlershof could the vehicles finally be taken out of service.
- gallery
Tram stop S-Bhf. Adlershof, 1992
Rekozug on its own route on the way to Altglienicke, 1991
Level crossing with a freight track, 1991
Track remains can be found on the Altglienicke Bridge after its closure, 2010
Stop with a siding in Altglienicke, 1991
Reco car in the final loop, 1992
literature
- Episodes from the 84th Personal memories of a tram line . In: Verkehrsgeschichtliche Blätter . Issue 2, 1993.
- Michael Günther: Traffic history (s) between Adlershof and Altglienicke. A history review for a current occasion . In: Verkehrsgeschichtliche Blätter . Issue 2, 1993.
- Siegfried Münzinger: The standard gauge lines of the Teltower Kreisbahnen . In: Berliner Verkehrsblätter . Volumes 5, 7, 8-9, 10, 1958.
Web links
- Ingo Drews: History and origin of the tram in Altglienicke. December 2009, accessed November 30, 2011 .
Individual evidence
- ↑ a b c d e f g h i j k l m n o p q r s t u v Michael Günther: Traffic history (s) between Adlershof and Altglienicke. A history review for a current occasion . In: Verkehrsgeschichtliche Blätter . Volume 2, 1993, pp. 26-34 .
- ↑ a b c d e Ingo Drews: History and origin of the tram in Altglienicke. In: www.altglienicke24.de. Retrieved February 11, 2017 .
- ↑ a b c 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 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 7-34 .
- ^ Siegfried Münzinger: The standard gauge lines of the Teltower Kreisbahnen . In: Berliner Verkehrsblätter . Issue 10, 1958, pp. 43 .
- ↑ a b Episodes of the 84 - Personal memories of a tram line . In: Verkehrsgeschichtliche Blätter . Volume 2, 1993, pp. 35 .
- ↑ a b Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 85-125 .
- ^ Monument Preservation Association Berlin (Ed.): Tram Geschichte (n). 100 years of "electrical" in Köpenick . GVE, Berlin 2003, ISBN 3-89218-082-2 , pp. 61-65 .
- ↑ Heinz Jung: The car stock of the Berlin trams 1895-1944 . In: Berliner Verkehrsblätter . Issue 10, 1973, pp. 147-155 .
- ↑ a b c d Ingo Hoffmann: Teltower Kreisbahnen. Retrieved December 2, 2010 .
- ^ Siegfried Münzinger: The standard gauge lines of the Teltower Kreisbahnen . In: Berliner Verkehrsblätter . Issue 11, 1958, pp. 47 .
