Tram Berlin – Hohenschönhausen

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The Berlin – Hohenschönhausen tram was a tram operated according to the Prussian Small Railroad Act between Berlin and the rural community of Hohenschönhausen, which was incorporated into Berlin in 1920 (from 1911: Berlin-Hohenschönhausen ). The operator of the railway, which was opened in 1899, was the Continentale Society for Electrical Enterprises from Nuremberg until 1906 , then the joint stock company of the Neue Berliner Straßenbahnen Nordost . In 1910, the Great Berlin Tram (GBS) bought the company and renamed it North-Eastern Berlin Suburban Railway (NöBV). In 1919 the railway was integrated into the GBS and thus became an integral part of the Berlin tram network . Large parts of the route are still in operation and are currently served by the M5 tram line operated by the Berliner Verkehrsbetriebe (BVG).

"Greetings from Hohenschönhausen" in front of the restaurant "Zum Storchnest" with railcar 8 of the Berlin – Hohenschönhausen tram, around 1900

history

prehistory

After the construction of the Stettiner Bahn in 1842 and the Ostbahn in 1867, Hohenschönhausen was in a region that was not adequately connected to the Prussian railway network. With the construction of the central cattle and slaughterhouse along the Ringbahn south of Landsberger Allee in 1881, the community began to grow more rapidly. Along the Berliner Strasse (from 1985: Konrad-Wolf-Strasse ) the colonies of Neu-Hohenschönhausen emerged in the area of ​​today's Sportforum and Wilhelmsberg in the area of ​​today's district of Fennpfuhl . Another major employer from 1892 on was the Hohenschönhausen brewery (from 1903: Löwenbrauerei ) on Berliner Straße.

In 1890 Manon Gropius sold the Hohenschönhausen manor to the merchant Gerhard Puchmüller , who had it parceled out from 1892 . In the following year, the Aachen banker Henry Suermondt acquired the von Puchmüller estate and founded the land acquisition and construction company in Berlin to market the space . As a result, the first Hohenschönhauser villa colony was built on the site between Berliner Straße and Orankesee . The new floor Aktien-Gesellschaft acquired the north of it on later Obersee preferred site of the brewery, developed on the turn of the century a second villa colony. To connect the village and the colonies with Berlin, the land acquisition and construction company set up a horse-drawn bus line to the intersection of Landsberger Allee and Elbinger Strasse (today: Danziger Strasse ) in 1893 . There was a connection to the lines of the Neue Berliner Pferdebahn (NBPf) in the direction of Alexanderplatz . With the Landsberger Allee ring station, which opened on May 1, 1895, to the west of the municipality, Hohenschönhausen had another connection point to local public transport.

Planning and approval process

The omnibus was already carrying 137,950 people in 1894 and soon reached its performance limit. In the same year Suermondt submitted an application to the Niederbarnim district committee for approval of a Berlin – Hohenschönhausen tram line. The application was accompanied by a detailed plan of the route that was to lead from Landsberger Allee via Thaerstrasse (from 1911: Oderbruchstrasse ), Hohenschönhauser Strasse and Berliner Strasse to Bahnhofstrasse (from 1912: Degnerstrasse ). Evasions were planned in Hohenschönhauser Strasse and at the level of Orankestrasse. The plan also provided for a depot with an attached power station at the eastern end of the route. Up to the wheelhouse at the intersection of Landsberger Allee and Thaerstraße, the train ran on Berliner, then to the confluence of today's Berkenbrücker Steig on Lichtenberger municipality.

On January 17, 1895, the district committee granted approval for the section running in Lichtenberg, subject to conditions. These provided for a relocation of the track on the south side of the road. The company had to bear the costs of re-paving or re-paving the streets, as well as removing the tracks in the event of a closure. A deposit of 10,000  marks had to be made as security . The tree protection measures required by the rural community of Lichtenberg (from 1907/08 with city rights, from 1912: Berlin-Lichtenberg) at the expense of the entrepreneur did not have to be complied with. On July 30, 1895, the community of Hohenschönhausen passed the resolution to grant approval for the railway by December 31, 1925; the corresponding letter of approval was drawn up on January 20, 1896. It largely corresponded to its Lichtenberg counterpart, from which some passages were taken. The Society gave its unreserved approval on January 29, 1896.

Shortly thereafter, the land acquisition and construction company concluded a contract with the Continentalen Society for Electrical Enterprises (Continentale) from Nuremberg to carry out the construction and operation of the railway , which then founded the Berlin – Hohenschönhausen Electric Tramway in 1897 . As a result, the Continentale negotiations led to the Berlin municipal authorities , around the track as far as possible into the precincts to lead the city. Both sides agreed on an extension of the railway over the tracks of the NBPf to Landsberger Strasse at the corner of Waßmannstrasse. On June 29 and July 8, 1898, both sides signed the corresponding agreement of consent. The Continentale undertook to give eight percent of the gross income generated to the city of Berlin annually for the use of the taxable route. Should the profits exceed six percent of the invested capital, the city let itself participate with half of these surpluses. Accordingly, the magistrate was granted the right to obtain information on the entrepreneur's financial situation.

Proof of the interest guarantee of 1750 marks for 1900

In the meantime, the Hohenschönhauser community board tried to extend the route to the school building in Dorfstrasse (from around 1900: Hauptstrasse ). The society, represented by the judiciary Julius Grosse-Leege , wanted to agree to this, provided that the municipality provided a corresponding contribution to the costs. This initially agreed to assume the cost of paving the Berliner Strasse in the amount of 50,000 marks and to guarantee an interest rate of five percent for six years. When Grosse-Leege pointed out that if an interest guarantee had been guaranteed, the district committee would have had to negotiate again and there was therefore a delay in the process, the municipality increased the guarantee to 2500 marks annually for a period of ten years. The district administrator then informed the municipality that he would not approve this project because the sum exceeded the capacity of the municipality. He therefore demanded that the property owners on the route take part in the guarantee. The company finally promised more favorable terms: Instead of 50,000 marks, the community should now raise 30,000 marks for the paving and the capital should pay five percent (1500 marks) interest over ten years. On June 28, 1898, the local council decided to accept the company's terms. When enough redrawers had been found, the district committee approved the project.

Construction and commissioning

With the conclusion of the contract in 1898, Continentale had undertaken to apply for official approval within six months. After the concession was granted, construction should begin immediately and be completed after a year, otherwise it would expire. Despite the still outstanding concession, the company made initial construction preparations in the current year and immediately began to lay out the line. According to Suermondt's plans, the operations center was to be built on Bahnhofstrasse. The construction of a car shed, a power plant for power supply and administration were planned here. The work progressed relatively quickly, so that the railway could be officially approved on the morning of October 21, 1899. The opening took place afterwards. The wagons, eight motor coaches and six sidecars, "were emblazoned in the decoration of fir leaves" and carried the Bavarian flag as a reference to the Nuremberg company. Around nine months later, on June 16, 1900, the Royal Police Headquarters in Berlin granted the still outstanding license.

The trains drove the route, the operating length of which was specified as 6616 meters, in 30 minutes at a maximum speed of 30 km / h. The turn sequence was 20 or 24 minutes. A more dense cycle sequence was initially ruled out because the electrical center was not yet completed and the railway therefore had to get its electricity from the Berlin electricity works. In addition to passenger transport, the company also had to transport waste, sewer contents and corpses in specially designated wagons at the request of the municipal authorities in return for compensation. The frequency and scope of the latter transports are not known, but the company's annual reports provide several indications that they were carried out. The necessity is explained by the fact that the railway is the direct connection between the municipal hospital in Friedrichshain and the Protestant cemetery of the St. Andreas and St. Markus parishes as well as the Catholic cemetery of the St. Pius and St. Hedwigs parishes manufactured.

Extension and takeover by the Great Berlin Tram

Traffic performance was moderate in the first few years. In 1902, the railway carried 1.3 million passengers with a workforce of 55 people. No dividend was paid. As early as 1900, Continentale tried to extend the route via Kaiserstrasse, Alexanderstrasse, Grunerstrasse , Neue Friedrichstrasse and Wallstrasse to the Spittelmarkt . The police headquarters rejected the application with reference to the narrow width of Neue Friedrichstrasse. In the outward direction, the company was granted the pre-concession to extend to Ahrensfelde in 1906 with the option of the new Ostkirchhof . This project was not implemented. Another application from July 1919 was rejected due to lack of need.

Railcar 5 of the northeastern Berlin suburban railway in Hohenschönhausen, around 1910

On December 10, 1906, the newly founded Neue Berliner Straßenbahnen Nordost AG took over the railway from the Continentalen Gesellschaft. This introduced the 7.5-minute cycle in 1907 and on August 4, 1908, it was extended by around 700 meters in the immediate vicinity of Alexanderplatz . The track led from the terminus at Waßmannstrasse through Elisabethstrasse to Kurzen Strasse. The number of passengers rose as a result, so that the company was able to pay out a dividend of four percent, or 48,000 marks, this year. In order to forestall further competition, GBS, which had already taken over NBPf in 1900, acquired the company's shares on May 3, 1910. Since then, this has operated as the Northeastern Berliner Vorortbahn AG (NöBV). At the same time, GBS took over the administration of the railway.

In 1911 the train carried around four million passengers. There was particularly strong demand every year on Pentecost and the Sunday of the Dead . On May 5, 1913, the extension from the school building to the intersection of Wartenberger Strasse and Falkenberger Strasse (since 1984: Gehrenseestrasse) went into operation. The NöBV line was withdrawn to Orankestrasse on the same day and was given the line designation NO . The operation of the new route section, however, took over the line 164 of the GBS, which had already been running on the tracks of the NöBV to Landsberger Allee station since April 15, 1912. Its western end point was initially at Jungfernheide station and from 1914 in Siemensstadt .

Maximum railcar 2219 of the Great Berlin Tram on line 164 in the Degnerstrasse depot, 1912

After the outbreak of the First World War , the NöBV temporarily stopped operations on the NO line on August 3, 1914. In the course of 1915 it went back into operation. On May 28, 1918, a new agreement of consent was concluded between the GBS and its branch lines ( Berlin-Charlottenburg Tram , Northeast Berlin Suburb Railway, Southern Berlin Suburb Railway and West Berlin Suburb Railway ) on the one hand and the Greater Berlin Association on the other. This contract allowed GBS, among other things, to use the roads until 1949. In addition, according to the contract, GBS was to merge with its branch lines. Initially, from January 1, 1919, all trams in the association's area ran on behalf of the same. On March 3, 1919, the association assembly then gave its approval for the merger of the individual railways with GBS, which was finally completed on May 15, 1919. The accounting was standardized going back to January 1, 1918. The Nordostliche Berliner Vorortbahn AG ceased to exist. The association bought GBS two months later. After the Greater Berlin Act came into force on October 1, 1920, this property became the property of the City of Berlin. The communities of Berlin-Hohenschönhausen and Berlin-Lichtenberg were incorporated into Berlin on the same day. On December 13, 1920, the Great Berlin Tram, the City of Berlin Trams and the Berlin Electric Trams merged to form the Berlin Tram .

Development after 1920

Lines NO and 164 remained after the formation of the Berlin tram and served the section between Waßmannstrasse and Orankestrasse together. The NO line was probably closed on December 15, 1921, the 164 remained in place until it was completely shut down on September 9, 1923 and then disappeared completely from the Berlin line scheme. From September 10, 1923, line 64 took over the service to Degnerstrasse. The sections up to Wartenberger Strasse and Elisabethstrasse remained without traffic for the time being. From March 18, 1924, line 66 went to Wartenberger Straße, while 64 was withdrawn to Dönhoffplatz at the same time . After the 66 was discontinued on December 1, 1931, only the 64 drove to Hohenschönhausen again.

The western end of the line in Elisabethstrasse was no longer used as planned after 1921, but remained an operational line for a few years. Only a short section between Kleine and Große Frankfurter Strasse - the latter was broken through to Landsberger Strasse in the early 1930s - served as the terminus for the lines to Alexanderplatz from the 1930s onwards. BVG-Ost closed this section on August 3, 1962.

The 64 existed beyond the Second World War until the cessation of tram traffic in Leipziger Strasse on August 24, 1970. From 1952, it supplemented line 63, which was renamed twice since December 12, 2004 as the M5 between Hackescher Markt and S-Bahn station Hohenschönhausen, Zingster Straße wrong. Almost the full length of the stretch of route opened in 1899 is used by her.

Route description

Route of the Berlin – Hohenschönhausen tram

The western end point had been on Kurzen Strasse since 1908, which ran not far from Alexanderplatz from Landsberger Strasse southwards to Kaiserstrasse. The teacher's house is located at the level of the former coupling point . The line ran from Kurzen Strasse over Elisabethstrasse and Waßmannstrasse to Büschingplatz, where it merged with the tracks of the existing lines. The final stop from 1899 was on Waßmannstrasse. The entire area up to Büschingplatz was redesigned and built over during the renovation of Alexanderplatz. The streets mentioned were deeded during this period.

The railway then followed the tracks of the NBPf or GBS along Landsberger Straße and Landsberger Allee to the intersection of Petersburger Straße / Elbinger Straße (today: Danziger Straße ). While the GBS line turned into Petersburger Strasse, the urban tram line from Elbinger Strasse met the tracks of the Hohenschönhauser tram. Both railways used the section up to Ebertystraße together. Behind Ebertystraße, the road rose to cross the ring line at Landsberger Allee station . The Continentale Gesellschaft had to pay an annual sum of 250 marks to the Prussian railway treasury for the use of the bridge. The corresponding contract was concluded for an indefinite period.

At the intersection of Landsberger Allee at the corner of Oderbruchstrasse, Thaerstrasse and Roederstrasse (today: Karl-Lade-Strasse), the route turned into Oderbruchstrasse. A tram in the direction of Herzberge had been running through Roederstrasse since November 2, 1912 . At this point, Oderbruchstrasse was also the border between Berlin and Lichtenberg . The railway led from Oderbruchstrasse along Hohenschönhauser Strasse and reached the Hohenschönhauser district at the height of today's Berkenbrücker Steig. The street name changed here to Berliner Straße (since 1985: Konrad-Wolf-Straße ). Since 1938, the border in this area has been further west on Weißenseer Weg . At Bahnhofstrasse, a track branched off to the head office, which was expanded in 1962 to bypass the block via Oberseestrasse. The municipality of Hohenschönhausen renamed Bahnhofstrasse Degnerstrasse in 1912, after the first director of the railway, Friedrich Degner . The train followed Berliner Straße and then the main street into the Hohenschönhauser village center. The first terminus was in front of the confluence with Wartenberger Strasse. The extension opened in 1913 led on via Wartenberger Strasse to Falkenberger Strasse, where there was a coupling terminal. In 1963, a turning loop was created in the triangle between Wartenberger and Falkenberger Straße, which was rebuilt in 1984.

The tracks were laid in standard gauge (1435 millimeters). Electric operation via overhead lines with roller pantographs was specified as the drive system . As with the Great Berlin Tram, the voltage was 550 volts direct current . In the event that another drive system should prove itself better for Berlin conditions, the company was granted the right to introduce it. The company was responsible for any stray currents that occurred ; however, as there was no scientific facility along the route, this section was unnecessary. On August 16, 1954, BVG-Ost switched line 64, which was on the route, to ironing.

Tariff

The tariff information for the Hohenschönhauser tram is extremely sparse. According to one source, the fare should have been a uniform ten pfennig, according to other information there was a tiered tariff of ten, 15 and 20 pfennigs. There is reason to believe that these tariffs applied at different times or separately on lines NO and 164.

The Great Berlin Tram and its branch lines introduced the ten-pfennig standard tariff on January 1, 1901, which also applied to the NöBV line after 1910. An exception was line 164, which was subsequently transferred to the NöBV network and the Berlin-Charlottenburg tram (BCS). The GBS charged an increased tariff of 20 pfennigs for the entire route and ten or 15 pfennigs for individual sections of the route on these lines. This connection tariff was repealed in the approval agreement of May 28, 1918 and replaced by a 12.5-pfennig standard tariff for all lines of the GBS and its branch lines. Since then, only the Berlin tram tariff has applied on the route to Hohenschönhausen.

No information is available about discounts, time tickets and trading cards.

business

vehicles

Factory photo of railcar 22 before the pantograph was assembled, 1900
Deck seat sidecar 30 before conversion to a railcar, around 1909
Railcar 32, around 1909

When operations opened in 1899, eight railcars (numbers 1–8) and six sidecars (numbers 9–14) were available. In 1900 and 1901 nine railcars (numbers 19-23 and 24-27) were added, which were similar in dimensions and structure to the Berolina cars of the GBS, followed in 1902 by four sidecars. These vehicles were identical in their dimensions to the sidecars from 1899. Since they were also sorted numerically into the existing gap (numbers 15-18), it is assumed that the vehicles were ordered together with the older cars. As a result of the line extension to Kurzen Strasse, the railway procured five more sidecars in 1908, including a deck seat car .

When GBS took over the management, the railcars were converted into sidecars from 1899 and, conversely, the sidecars from 1908 into railcars. The deck seat car was converted to a monoplane. The exact reasons for the conversion of the vehicles are not known. The cars from 1908 had more seats, and the 28 and 29 sidecars were also equipped with Berolina chassis, which should have simplified the maintenance of the railcars. The new railcars took over the drive of the old vehicles. Along with the renovation, the rolling stock was renumbered. Railcars were given numbers below 30, sidecars corresponding to those above. All vehicles went into the inventory of the BSt in 1920. This decommissioned the vehicles by 1930, some of them were transferred to the work vehicle fleet.

Vehicle overview
Construction year Manufacturer
(mechanical / electrical) 		Car no.
until 1910 		Car no.
from 1910 		Car no.
from 1920 		Whereabouts
1899 Busch / Schuckert 1-8 41-48 684-691 Railcars; Converted into a sidecar in 1910;
1925 Bw 684, 685, 690, 691 retired;
others in Bw 2096-2099, retired in 1927
1899 MAN 09-14 31-36 674-679 Sidecar;
1925 in Bw 2086-2091;
1927 in Bw 1697 II –1702 II and retired
1900 BSI / AEG 19-23 1-5 3050-3054 Railcars;
1924 Tw 3050 to A60, retired until 1933;
1924 Tw 3052 to A122, retired until 1929;
the rest of them retired by 1930
1901 ? / AEG 24-27 6-9 3873-3876 Railcars;
1925 Tw 3873 to Bw 1855;
the rest of them retired in 1929
1902 15-18 37-40 680-683 Sidecar;
1925 in Bw 2092-2095;
1927 in Bw 1703 II –1706 II and retired
1908 28 + 29 10 + 11 3877 + 3878 Sidecar; 1910 converted to railcars;
1924 Tw 3877 to A49;
1929 Tw 3878 retired
1908 MAN / AEG 30th 12 4081 Deck seat sidecar; 1910 converted to a single deck railcar;
Retired in 1929
1908 MAN / AEG 31 13 4082 Sidecar; 1910 converted to railcars;
Retired in 1929
1908 MAN / AEG 32 14th 4083 Railcars;
Retired in 1929

Depot

Former administrative building in Degnerstrasse, 2007

The depot was at Bahnhofstrasse 7-10 (from 1912: Degnerstrasse ) in Hohenschönhausen. In the rear part of the property there was a separate wagon hall with six hall tracks and the operating rooms connected to it with a workshop , paint shop, joinery , blacksmith shop and urinal . The tracks seen to the left of the entrance had inspection pits in the front area . Another track led to the workshop on the left and the paint shop behind it. The administration building of the railway stood in the front part of the property. There was also an electricity company on the site.

In 1918 the courtyard provided storage space for 41 cars on an area of ​​12,608 square meters. After the takeover of the NöBV by the GBS this led the farm briefly under the number XXIII. After the merger to form the BSt at the end of 1920, it was closed as a depot.

In 1929 the entrepreneur Carl Bresin leased the hall and set up a food factory in it . The hall was destroyed in the Second World War and the administrative building suffered severe damage. In 1948 the married couple Anna and Georg Reichardt bought the damaged administration building and set up a cinema in it. The name of the cinema, which opened in 1956 - Uhu - goes back to a bird in question that nested in the ruin during construction. In 1959 the Berlin magistrate took over the cinema and renamed it Venus in 1967 . In the 1970s and 1980s the building also served as a second venue for the cabaret Die Distel , with performances alternating three times a week with those in the Admiralspalast .

After the opening of a multiplex cinema at the Hohenschönhausen S-Bahn station , the cinema in the former depot had to close in 2000. A temporary reopening in 2004 was followed by the establishment of a photo studio at the end of 2012. On October 23, 1999, a memorial plaque was attached to the building to mark the 100th anniversary of the railway. Remnants of track were still on the site until the 1990s.

literature

  • The Berlin – Hohenschönhausen tram . In: Berliner Verkehrsblätter . Issues 12, 1956; Issue 1, 1957.
  • Wanja Abramowski: 90 years of the Berlin-Hohenschönhausen tram . 1989.
  • Michael Günther: With an interest guarantee to the manor house. How the tram got to "Hohen = Schönhausen" . In: Verkehrsgeschichtliche Blätter . Issue 5, 1999.

Individual evidence

  1. ↑ a b Anke Huschner: Hohenschönhausen . In: Wolfgang Ribbe (Ed.): History of the Berlin administrative districts . tape 15 . Stapp Verlag, Berlin 1995, ISBN 3-87776-070-8 , p. 80-86 .
  2. ↑ a b c d e f g h i j k l m n o Michael Günther: With an interest guarantee on the manor castle. How the tram got to "Hohen = Schönhausen" . In: Verkehrsgeschichtliche Blätter . Volume 5, 1999, pp. 118-131 .
  3. ↑ a b c d e f g Wanja Abramowski: 90 years of the Berlin-Hohenschönhausen tram . 1989, p. 1-8 .
  4. ↑ a b c d e collective of authors: Tram Archive 5. Berlin and the surrounding area . transpress, Berlin 1987, ISBN 3-344-00172-8 , pp. 112-115 .
  5. ↑ Niederbarnimer Kreisblatt . March 21, 1906 ( [1] on mehrow.de [accessed April 1, 2013]).
  6. ↑ Jan Feustel: A cemetery with almost no graves. The Ostkirchhof Ahrensfelde and the Prussian railway . In: Verkehrsgeschichtliche Blätter . Volume 6, 2008, pp. 150-154 .
  7. ^ A b c Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 42nd episode . In: Berliner Verkehrsblätter . Issue 10, 1967, p. 172-173 .
  8. ↑ a b The Berlin – Hohenschönhausen tram . In: Berliner Verkehrsblätter . Issue 12, 1956, pp. 49 .
  9. ^ A b Heinz Jung, Wolfgang Kramer, Renisch: Line chronicle of the Berlin tram 1902–1945. 63rd episode . In: Berliner Verkehrsblätter . Issue 8, 1969, p. 151-152 .
  10. ^ A b Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 41st episode . In: Berliner Verkehrsblätter . Volume 9, 1967, pp. 155-156 .
  11. ^ Heinz Jung, Wolfgang Kramer: Line chronicle of the Berlin tram 1902–1945. 43rd episode . In: Berliner Verkehrsblätter . Issue 11, 1967, p. 185-187 .
  12. ↑ Tram terminals in downtown Berlin . In: Monument Preservation Association Berlin (Ed.): Tram history (s). Around the "Alex" . GVE, Berlin 1998, ISBN 3-89218-065-2 , p. 39 .
  13. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 18-19 .
  14. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 106 .
  15. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 105-106 .
  16. ↑ a b Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 20 .
  17. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 11 .
  18. ↑ 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. 2-11 .
  19. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 25 .
  20. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 136-142 .
  21. ^ Arne Hengsbach: The tram of Siemens & Halske AG and Siemens-Schuckert-Werke GmbH . In: Berliner Verkehrsblätter . Issue 8, 1986, pp. 176-178 .
  22. ↑ Heinz Jung: 50 years ago: creation of the “Berlin tram” . In: Berliner Verkehrsblätter . Issue 12, 1970, pp. 241-246 .
  23. ^ The Berlin – Hohenschönhausen tram . In: Berliner Verkehrsblätter . Issue 1, 1957, pp. 8 .
  24. ^ Author collective: Tram Archive 5. Berlin and the surrounding area . transpress, Berlin 1987, ISBN 3-344-00172-8 , pp. 251-273 .
  25. ↑ The fleet of the “Berliner Straßenbahn” . In: Berliner Verkehrsblätter . Issue 11, 1968, pp. 152-162 .
  26. ↑ a b The work cars of the Berlin tram from 1920 . In: Berliner Verkehrsblätter . Volume 6, 1967, pp. 78-113 .
  27. ^ Siegfried Münzinger: The depots of the Berlin trams . In: Berliner Verkehrsblätter . Issue 7, 1969, p. 114-121 .
  28. ↑ Bärbel Ruben: Hohenschönhausen as it used to be . Wartberg Verlag, 1999, ISBN 3-86134-532-3 .
  29. ^ Walter Püschel : Walks in Hohenschönhausen . In: Berlin reminiscences . No. 73 . Haude & Spener, Berlin 1995, ISBN 3-7759-0398-4 , pp. 11-35 .
  30. ^ Chronicle: Berlin in 1999. Edition Luisenstadt, October 7, 2009, accessed on October 9, 2012 .
  31. ↑ Bärchen: Asterix in the old fleet . In: Berliner Zeitung . January 11, 1995.
This article was added to the list of excellent articles on April 25, 2013 in this version .